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standard catalog of °U. S.

MILTTARY andEition

VEHICLES

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standard catalog of® U.S.

MILIVARY — antesition

VEHICLES

David Doyle

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ISBN: 0-87349-508-X
Library of Congress Number: 92-72123
Printed in the United States of America

Edited by: Brian Earnest
Designed by: Brian Brogaard

To Everette and Joyce. For instilling a respect and interest
in history, and understanding of mechanics, thanks Dad,
and for tolerating the folly of her boys, thanks Mom.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 3

ACKNOWLEDGEMENTS

This book would not have been possible
without the generous help of the following
individuals and organizations:

Candace Fuller and Charles Lemons with
the Patton Museum at Fort Knox, Kentucky,
spent hours answering questions and point-
ing me in the right direction in my never-
ending quest for photographs.

Ann Bos and Randy Talbot with the U.S.
Army Tank-automotive and Armaments
Command History Office allowed me access
to their photo files, which yielded many of
the previously unpublished photographs.

My friend, John Adams-Graf, editor of
Military Vehicles Magazine, who used his
skills as a talented photographer to provide
not only the color cover photos, but the
interior color photos as well. But especially
for his unflagging friendship and support
during this project.

Tripp Jones, Max May, and Roy Coates
and the rest of the staff at Memphis
Equipment gave me unfettered access to
their knowledge, facilities, and library.

My family, who not only endured photo-
taking and archive digging excursions while
on vacations, but also provided support
throughout this task.

Francis Blake and Robin Markey provid-
ed photos and information regarding
Harley-Davidson and Indian motorcycles,
respectively. Lee Rudd spent an afternoon
allowing me to photograph his beautifully
restored motorcycles.

My friend, Bruce Gray, spent two hot
days rolling his vehicle collection out of
storage for me to photograph for this book.

Tom Loetzbeier of the Mack Truck
Historical Museum provided needed produc-
tion facts, specifications, and photographs

4 STANDARD CATALOG OF U.S. MILITARY VEHICLES

of various Mack-built trucks.

Herb Muktarian of United Defense
Ground Systems Division provided photos
and other materials.

Thanks to Brian Earnest with Krause
Publications, who guided me through the
construction of my first book, and reined
me in when I began to go too far astray in
my research.

Craig MacNab with AM General provided
extensive background information and pho-
tos of the HMMWV family of vehicles.

Fred Crismon generously provided copies
of historic documents, and Richard
Hunnicutt’s vast collection provided several
new photos.

Richard Adelman, Bryce Sunderlin,
Nelson Dionne, Cecil Jones, the Diebold
Safe and Lock Company, Evelyn Harless,
Reg Hodgson, Don Moss, Ron Grasso, Joe
Shannon, Ken Whowell, Steve Keith, Jeff
Symanski with Tacticaltruck.com, Mark
Dodd of Rapco, Steve Zaloga, Denise Moss,
Shane G. Deemer of Military Rails Online,
and Bruce Kubu all contributed photos or
information without which this volume
would have been badly lacking.

Larry Roberts with the United States
Army Engineer School History Office, Fort
Leonard Wood, Missouri, dug up several
newly discovered photos for inclusion in
this volume.

Also thanks to Richard Grace, Jim
Davis, Gordon McMillan, Ralph Moir, and
Daryl] Bensinger.

My mother, Joyce Doyle, and my friend,
Denise Moss, not only willingly gave untold
hours proofreading this book, but also pro-
vided needed encouragement and support
during its compilation.

CONTENTS

Acknowledgements . ee eee

Introduction ... S95 heken Aka tartan
Condition and Rarity Codes..................

SECTION ONE: WHEELED VEHICLES

Motorcycles
G-523 Harley-Davidson WLA............ 11
G-524 Indian :340-Bio..aice pete oe eS 13
G7524 Indian: 640-Bis os. es eieve sre sas 5, oe a 14
G=524 InGian: TEISBE ae coi aie ece er oe s,sctie wet oe 100 8 15
G-585 Harley-Davidson XA .........+.4-. 15
Ge6S 1 Inidiaty, BAM ete. sise oes Save lacey Bosna aps ry
G-680 Harley-Davidson UA, U........... 18
Quarter-Ton Trucks
Bantam Reconnaissance Car............ 20
GtEBOStRONG hein. iis see eee a aay © 8 24
PY DIV ee etioders ves soy 29055 9) Puste Le TA ig os a 29
PAVIA OMD 6.25 kei. fo bayes) fn ot-ebiecat © “Gi ac rotlordei chin te a 29
GPC Te a. oreacemita, a ater eee nema 25
G-5OSEWIIIYS «<<, cy Wa-n ye amalious abnaamerenetee nes 28
QUA BASS. <<. 5-5: ss aupienorenctar eae eam Reet 28
Medes soe. oe as enh ot art ane Peeag eS 28
MB ike. «oe 58s 6 oo Severe nae pe epee 28
CURVS SAD. ic soe foe eo tcaia a oe eae 30
GaBOs Mord GPA ow. eee oon seeders 25
Ga74Z0 Willys MC... 04.4505 0s RRR 31
G37OSiWillys MD is. ek ee 32
MGB AUR. oo ie ee eis oie oe» «eee 32
MSSALCH 2566s cae eee ed. ee 33
MSSAUD Ei oc ce bees il 33
00). |. er Ss Ses 35
G-83SIMEBI wis. ke ie. 36
MSAD es 8 es oe oe heen 37
M15 Wai 2. 39
M7 1S @ee. s.r. 39
M7 1SAS@e, ee 39
G-483 M422zeaee. ....... fe ee 40
M422A) Weeeeet 0. EM ee 40
Half-Ton Trucks
G-505 Dodge VGSRiretgeie, sie cee eee es 43
Dodge VC-2.. ... RERRMMEOMEIMn oc eee ee 44
Dodge VC-3.. ..... . HEReROEEIMI so oes 44
Dodge VC-4.. ......... . Veena IEEE. « 44
Dodge VC-5......... yin 44
Dodge VC-6............. = 44
Dodge WC-1 .........++.... —_—_——o 44
Dodge WOO oc kaa see ha heen eo eee 45
DOGSE WICHS ruin. Site) ails, Sear 6 Sorcsiades Ain MONS 45
DOGZO: WGEB is siatausce aha s/h alah al hater lees 44
DOdZE WGC-Bi ake. suse S05 oe DAW os He GR 47
DOdgE WCET ice iis Siete iis es Mie Gee 47
PROCS C WCB odin ee is at sconerarw.s es Bo Riw ele wlane 47
DOGS WORD co osvs SRMTOR I hod heeds 48
Dodge WC-10: 2...<:. Jee i 2 hc acd 46
TIO GE WAV str 35 cS R ON «Ss Piche Are 47

Dodge WCAI2: wi, wis 5x Sept a Bie Weare Fee 44
DOGSe WHI Ss te Sas ets acl hits | otek seas Way 45
Dodge WCs14: se ax5 See Pee Sees 44
Od Re WESTS ada sn yaa ac Risch ab ueicne See 47
DOGBEWGal Go. score wnietatseay a wo etn began dehy hoa 47
Doge WEL? 22nc esa a FA aE h ee ERR 46
Dod Be wWGrl8 tata ibe hs de caw tare iyo te asarayar one Js 48
DOA PE WERT OD Bes Stee te, oie ten aioli eine ira 47
Dodge WG-20. ihn sa ariatihs eee oat ores 46
Dodge WG=21. Seba ntrtcstees fae seacieisoo es 45
Wedge WO-22 occ, Sees il et ce ww es 45
Dodge WC-23) ss 54 +. Fea eas he ages 47
Dodge: WCr24 ox ccia-s~0 « eoniera ce was Roe ss 47
DOdgE WCr25 nia sooo to eae eaete ® ae ony 47
Dodge WC-26) s.s.5.< Seen Mesos 438 3 46
ROSE WIS vi: a's, Cass. &s.9 Set foe p 48
Dodge WC-40) icc i nc nd vce Rs 44
Dodge WC-41 3.62 s6.sues003 0 3 Se ee 46
Dodge WG-43, ccs g 4 cei en 1 ee 49
TAT RB oe cw tae tae ee oo 6 SM 3 49
GA200 MOT Sac ere SEE. Sere 50
G=83SiM274 A) Vesta aie + < . emeeetem, 50
M2TARD Lies sgitee Nees... ss see 50
PAE Ps SS ia ee iD a Se, 50
WA2TARS REE. 6 es es sos Gee 50
M2TAAB I Pee. wc es + ae 50
3/4-Ton Trucks
GDOZMWEO)] oo eee 2 54
NOONE. oe ee eee ee ss 54
WOssoly :, | ii rr od 57
Oi ) ie 57
IWGEOD Weegee ee ee + 58
Wi DGHE. 6 ck sss «ee 59
VOLS i aM 59
WOO RE 6 es os 59
WC OORT 6c oss AO oe 59
WC-GOMEEE 6 ee. 59
WC-G64. “eee... 60
G-741. .... SRR 3 ss ss I ee 61
M37B1 ... 5. Sah. + « i oo ee 63
M42 0 oe ee ee he II oo ee ee 63
M43 .. 2... 2. + ED, 6c ci te 64
M43B1 ... ... QM 2 56 ee ee 64
0 oe 8 + pce ET oe ee ee 66
MB2 pe eee 66
EES |” ll a 65
MCCS < -. lll S aa 65
IR 5. oo co RE alk ys aes Le eS Rwy 65
VETS 5 5 cing 92a Sse ins oe Sich eSecer es Geas pees 65
IMT, op acta tar ditaiess anes sas dean i atia GPRS Sony a6 a ald 66
1-Ton Trucks
1 oe: SA eae et ara eee Ore We ee 69
1 1/4-Ton Trucks
GEBOO IMTS ars a yaa! athe Asatte lal serials ahce enn ete 71
ME ee hte HCL T OE HOD Solo ts SE 72

STANDARD CATALOG OF U.S. MILITARY VEHICLES oO

CONTENTS

M2 ad ih a ovens, ore e Ook bohee Stee ans 72
M726" ¢ hive 23425 SSR FEE Fetes 72
MSSO: SENIES a2 o5 eis. She see BA ed ao See ee 75
IMSS si, Sot ote nae ett We Breen, elise beaten S97 societis baka 75
IMSS a esr eG ie Ste a ce ae Nite Sted Gee Ber vie)
MSS3 >a een eetyen ek Wiese pare ited ware wis Fue 75
MSS4) fla dak nS Rea egielees tem oma as 75
M885: onsy, oy os sea eh esi eam wees eRe 75
MSS6° % tS. aad ace spereue ee cipiced wm tod ad Se 76
IMS SS i siers Riese gee elatae a cen ons des ace tena te teks 76
M889) + cs 4 soos Hae BO ee ee ee 76
MS90® asics Soarsee ents anes ns de oy EO ems 76
MSOT sess celere nneasece 2.8 page anerene eee kekeere 76
M892. «3s 4 4 tlaw 5 eet ere enone 76
M898. joscd seca w ca ayapiegegetokecn aes -< wuss 76
CUCV M1008 Series vacates eco vs sere wae
MIOOSAI) ocn% is dations @ a eae wee 47
MLOOS) aco spar terg eat e tes Seo eho} aoa « 79
WELOLO (5.5, ARP RS a Se caieins lie 4 GER ta ove 80
MOD 8: «ee Mima ois. 2 Selene ot ae ee ea 77
WMUOQD SAT. faerie tapes aries wie 6 GM ge as “ol erg eee 79
WOOD T: keer MB cnet ah'stayisr cba palisissaeisteweleiun's 79
1 1/2-Ton Trucks
G-622 Ford:GTB Family... cise oe 3 ae 88
G SOG: CHEVTOLEt . 5. ss05 canine Gis Soc e a ee Be 91
G-507: Dodge WC-62... 5.6.8 ewes ee oe 100
Dodge; WC-68ixsssapevcrorn nes etieys carmen 100
International M-3-6.... 60,5 sus shecentee eens eee 101
G-874 M561 Gama Goat.............. 102
M792"Gama Goat. <.. cect vepage ees eee 102
8 1/8-Ton Trucks
G-5OSYAF KW osc cs eo MGReReer nen 105
G=5O8;CCKW ooo ce es ces ae 108
G:501L-DUKW. .... 66.05 006% 6 119
G-6300US6 . 0. eee ect 122
G-G50M-5-6 ............0.. 2 125
G-742Reo-design........... Zaaameme 127
G-749.GMC design. ....... + .S:eeeeneee 156
4-Ton Trucks
G-509' Diamond T ........ S@eeuenaenee 161
G-510 Autocar U7144T ..... 0.73... 166
G-69 l*White’444T ....... eee... 166
G-513 Rederali94X43 .... dee oe 168
5-Ton Trucks
G-511 AutocarWSiaa.. oF ccs ses 171
G-635 Autocar U-5044............... 173
G-639 Mack NJUBIRREtin ce ee 174
G-671 TH M425 M426Rur ri, we 174
G-744 M39 Series . Si aeeeein » 178
G-852 Ford M656 family ............. 189
809 Series 22.6.6 ce 5 a. 192
900 Series... 0 ce eee cas 6 ee 200
6-Ton Trucks
G53 57 MACK INM isis: sree sachs ycaldy ararocsue-s 205
G-512, 514, 526, 669 White-design...... 208

7 1/2-Ton Trucks
Gs5382 MackiNOwn ks ca s.5 a Si a alton es oe 213

G STANDARD CATALOG OF U.S. MILITARY VEHICLES

10-Ton Trucks
GeTIG Mi-MIAT wrecker «, «oa: er e5 85 89 216
GHB42) White: LOGS: 3 seas ds ts tert: tors hed, See 222)
G-792 Mack-design . ....0 ce eee we ee 223
18-Ton Trucks
G-159 Diamond T 980/981 ........... 230
Miscellaneous Trucks
G=160,M26/M26A1 Pacific... 6.0. cis ree 232
G-268 M249/M250 Kenworth........... 241
GESCIRG ORR: 0. vos soon) g's Se a Beal ewe Ged 242
G-903 XM746 Ward LaFrance .......... 243
MOT TOshkoshvHET tes. os 3 oa eo sae sans boa 245
OShcOS I IE Mi pea tee ag wel, Sb) aletar exaencesias 247
LARG 4 eck oS Oe eee Reine Se ses 250
Wheeled Armor
G-067 M3A1 White Scout Car.......... 252
G-136 M8 Armored Car..............- 254
G-176 M20 Utility Car... /.. sbsnseieaeis)s «06 256
G-392 Commando .. «bantu « Ge - 266
MBA) sd, dss séh sa fay 66 a2 Ww YS Siero 6 268
IVIOS) FOX: lie cec ous wo. eheca anes doesn RM 269
SECTION TWO: TRAILERS
1/4-Ton
G-D2ZUIMBTETY De ceasieias «+ i. «nanan 271
(CU ING ENOL OF ec in th eR 273
GSO 7EMA LG Bartels 6 koe ke toe ob Oia 274
3/4-Ton
G-7ASiMIO! family ........... See 276
1-Ton
GeOUSeeMON 26.6 ee ees 278
(CHSPa hs 0 <n ek | 279
1 1/2-Ton
Carpe MiLOasfamily ....... + «suenee. » 280
Low Bed
G-159@OFtOn ie. «6... 5. + SE. oa 283
G-160 50htGnigA........ . sees. 5 283
G-797 M172mSaton . . . apa. «ss ss 288
G-797 MI172A1(25-ton eereeee? 6 ks 288
G-802 M269/M270... .Qamna 3 cee 289
G-904 M747. ... . aimee oo ces 290
Ammunition
RPA 36) ir 291
Nee NOM eI oa os ek ek ee ale 292
SOOO VLOMEI. ww nena eee 292
LEE a a a aa aa rr Te 294
Miscellaneous
G-221 Searchlight and director trailer... . 295
Ss MB oo Kin joe Pee earn Coe beeen ae 296
G-750 M127 12-ton stake............. 297
APod, BETICR.. 0) 5. ale wig > dian wiace $a REE 299
G-755 M131 12-ton tanker.......5.... 300
G-782 M271 Pole Handling............ 301
G-813 M310 Cable Reel 2 s.c03.6 6 3.55 betes 302

G-816 M345 10-ton flatbed............ 303
Convertor Dollies
Ge676 MSGS ss Soh wig nO eae NS BE OS 305
G=695:K=83: 1Oston s,s abs ope eas 2,005
'G#708 M363) VOHOM p<: ci2.g Seetowens «envi 00
G-800\MI97 GOR 42% cout imees &ob-as5 306
GsBOO/MINOS wie acy aps dedhs ee wie een ents ow 306
GBI] M199 8°tOn: «6s ccs gids eu ou OOT

SECTION THREE: TRACKLAYING VEHICLES

Armored Personnel Carriers

NZS PAY ica: Rare Rey oe Be e050 e aan ess 309
Moo Fanuly .5.. scams Uk 6. os awe als, 3 310
MUI3' Family- . ar aweh Gas anc, 3 24) oe e8 8 ee 2G 312
IRICEN SE) oe lie anaes (ery eee re rears 322
Bradley \:. stemsastghers 044052 04 34S oe es 325
Amphibious Landing Vehicles
EVE taeda s ok Kee EN Grew Fees 329
OVE (D) racaiss tab anes) ies Seais. con dee sah nie St dora eT 330
TAS hath ace isn eae eo win 88, eb 331
LV TA) eres Sas i hE OE OEE ROO 331
LV AUER G6 sis eas ed ew Oa wR ee 332
LVIA) A) ® «cpa cre eager 333
LVFIA Bs ss. oh iedas detonate S 333
LYVRDP Seyi oso as NRE Shapy career enna area 337
LR PGR «oo 5 no + 0 MOM eee lite and 341
Carriers
Gal545M28 Weasel... ...... 4. mguenelncmenan 342
Gel7O\M29 Weasel «ss ss «ss.» Mabaetemee 343
GQeQASOtter. bce ce ere ono See 345
Gg299)HUsky . nc. kee eee es Re 347
MPA BOEr. aie ee a ee eee > cn 349
Self-Propelled Artillary
M7 §ERIGStER ce ee ce eo oo A 353
M1GHGMGRe ....05.0+5... 356
M19 'GMGiai. os so A 357
M36 GMGiem,........... ne 359
G-158 MIZIGMC .........,:aaeee. . . 360
G-163 MiSaGMIG., ...... . SE wos 363
G-232 M409MASiy. ..... Gm. oo 2s 364
G-236 M4 WHMI@iie. .. . Hr. we ee 366
G-238 M37 FG. ee 367
G-253 M42... MERPMENME ee e 368
G-258 M52 HMC@ieii, 2 es 370
G-259 M53/M55 “Wiens 6 as 372
G-279 M44 HMC . . “ieee 373
G-288 M50 Ontos... . . . "Wii eee 376
G-289 M56 Scorpion... . . “Vaieesaeeneees 377
G-295 M107/M110......... . ne 379
G-296 M108/M109. .......06..80. 00m 382
Halftrack vehicles
GL OZIMO YMG wis a. cdg no ailwcateh daha ole angel aie 386
G-147 International Harvester.......... 398

CONTENTS

High-Speed Tractors

G-096 M2 High-Speed Tractor ..........399
G-150 M4 High-Speed Tractor ........ . 402
G-162 M5 High-Speed Tractor .......... 405
G-164 M39 Armored Utility Vehicle. ...... 408
G-184 M6 High-Speed Tractor .......... 409
G-252 M8A1 High-Speed Tractor......... 411
Armored Recovery Vehicles
EBL aps share a ree Sta Aces & tera eg bua nee tat 412
MS 2 iscis 60s 2 a Sista Hehe Wa Fal epee eee & 413
ASS ai sald bee hb cas Wave RU NG SG Haas EorAsl Gee WAR 416
I eh sis My hetaay ak oes wines apatant ar Sate Gre te 419
MSSy. oti veh adnate a ese re Glow <G.8 42]
MSG ote te are vt BIER 6 eis a's Bold G8 Be 423
Light Tanks
Gpl03: MStand>M5S: Stuart sae s.st6 o806 46 ye a wits 426
G=14.3° M22 DOGUst a osc cusnaterpiene a; Piglets ds 429
G-200 M24 \Ghatfee) «55/55 dita whe eden or gae 430
G-251 M41 Walker Bulldog ............ 432
MSS 1 SHErIGAaN, «5 oi o20%: 3s dere ereke WRB es 434
Medium Tanks
IMS G8 5s le gay Svs ath, & Gases ets RR eR 435
MaésShermiani:. ¢ oi 5¢00.33 Kg 3 at ome 439
M26, M45, M46 Pershing.............. 446
M4:7o Ratton cicmeumemmseerersarorea vei tieir « iles(« ref bale 451
M48 | Pattonimm rae ee cteisys «s+ aapauan 454
MGO)Pattonite stasis a «64s share wtelte 459
Main Battle Tanks
MOSS EEEOET: 5 5558 a ie ors Selene 462
MISADrAtStE amily... ws ware 464

APPENDICES
Machine Gun mounts for
WiSawheeled vehicles... 6.5. stewed 467
Color and Markings of U.S. Military
Vehicles, WWII through Desert Storm ... .

STANDARD CATALOG OF U.S. MILITARY VEHICLES 7

NTRODUCTION

While this new edition of The Standard Catalog of
U.S. Military Vehicles is built upon the foundation
laid by Tom Berndt in the first edition, it has been
completely revised. Every entry in every chapter has
been rewritten and expanded. While the U.S. Armed
Forces have fielded quite an array of vehicles, both
wheeled and tracked, it would be impossible to
chronicle all of them in a single volume that one
could hold in their hands. Rather, this edition covers
those vehicles most often sought after or encoun-
tered by the collector. Because most vehicles of pri-
marily civilian design are of limited interest to collec-
tors (staff cars and certain trucks, such as the Ford
F-5 1 1/2-ton 4x2 truck), they have been omitted
from this edition.

ORGANIZATION

You will hopefully find the organization of this
book easy to follow and user friendly. All chapters
are written in a similar manner, and begin with an
overview of the subject manner. Separate appen-
dices examine weapons mountings used on an array
of vehicles, as well as the paint and marking of U.S.
Army vehicles from World War II through Desert
Storm.

The remainder of each chapter concentrates on a
specific class of vehicle, and within each chapter
vehicles are grouped by series. For most wheeled
vehicles, I have used the G-number assigned to each
chassis type by the Standard Nomenclature list of
the War Department. These series are then broken
down further into specific models (as an example,
the M37 cargo truck and M43 ambulance are both
members of the G-740 class, and are basically the
same mechanically).

DETERMINING VALUE AND RARITY

There are often seemingly infinite variations of
vehicles even of the same model. Add to this factors
such as condition, the relative knowledge of the
buyer and the seller, the seller’s desire to sell, and
the buyer’s desire to buy, and it is easy to see why
putting together a blue book of prices is almost
impossible. The pricing shown in this edition is a
result of averaging the responses of several dealers
and collectors in an attempt to represent a reason-
able value for a given vehicle. Some vehicles are so
rarely traded that it is impractical to attempt to
establish a market value, either because of scarcity
or current military usage. These vehicles are noted
as NRS, no reported sales.

One other major factor in determining value is
through vehicle material (OVM) or basic issue items
(BIL). This can range from a jack, lug wrench, and
a few basic hand tools for an MB Jeep, to a list of
hundreds of tools carried on contact maintenance
trucks. In some cases, the value of the OVM can

STANDARD CATALOG OF U.S. MILITARY VEHICLES

exceed the value of the base vehicle. To be consid-
ered in the top grade, a vehicle must include all the
BIIL equipment required to be deemed mission ready
by the military.

Rarity is, of course, initially driven by production
quantity and also by survivability and accessibility.
Production of four-wheel-steer GP quarter-ton trucks
was originally low, so they are inherently hard to
find. Production of GOER vehicles was much higher,
but the demilitarization standard applied to them by
the Department of Defense has significantly reduced
the number of survivors. Many of the Bantam
Reconnaissance cars were supplied under lend-lease
to Russia, and while their survivability is unknown,
their accessibility is nil.

Rarity is not synonymous with value, and
demand has as much influence on price as rarity.
There are more MB/GPWSs available than CCKW
tanker trucks, but the Jeep fetches more money.
Many of the vehicles in this book are rated on a rari-
ty scale of 1 through 5, with 1 being the most com-
mon (M-37, for example), and 5 being the scarcest
(M-386 rocket launcher, for example). Vehicles that
existed in only prototype or extremely limited pro-
duction quantities (Willys TUG for example) are omit-
ted because they are not a significant part of the
marketplace.

CONDITION

Not only does condition affect the price of a given
vehicle, it also affects its collectibility. Another factor
closely related is the quality of restoration. A pre-
served vehicle is maintained in a “state of suspended
animation.” All the flaws, scratches, and rust pres-
ent when the vehicle is “discovered” are preserved.
While this style of collecting is more popular over-
seas than in this country, it is commonplace in other
areas of collecting, such as furniture.

The term “restoration” is often ill defined or
improperly used in the military vehicle hobby. What
some call a restoration is actually a representation,
and sadly, is sometimes only a characterization. For
a true military vehicle restoration, one must know
the history of that particular vehicle. Once known, it
is then important to define what time frame the vehi-
cle is to be restored to. This could be as it appeared
as it left the factory, or at any subsequent time
(June 6, 1944, March 3, 1952, etc.). Because the
military constantly is improving, upgrading, and
modifying its vehicles, the date you wish to return to
must be defined. For example, while G-742 cargo
trucks were used during the Korean conflict, none of
them had composite-type taillights at that time. To
be restored to factory condition, a vehicle would
need to have all the equipment supplied at the facto-
ry, but no more. Ambulances, for instance, didn't
leave the factory outfitted with equipment and med-

ical supplies, nor did Jeeps leave the plant with
machine guns and deep-water fording pipes
installed.

Many people also don’t understand the difference
between a restoration and a representation. A repre-
sentation could mean rebuilding and painting and
marking a Jeep to represent the one your grandfa-
ther drove into Paris, even though the Jeep you own
never left North America. While not a true restora-
tion, this type of representation is the most popular
with collectors.

Some people think that a paint job alone qualifies
as a restoration, and unfortunately that often isn’t
even done right (how many M-38s have you seen
with invasion stars painted on them?). That is what
is referred to as a characterization—it looks at a
glance like something that it is not.

Some of these modifications are done from a
safety standpoint, such as turn signals or safety
belts. These safety-based modifications are normally
overlooked by judges at shows.

Whenever possible, the vehicles illustrated in this
book, if not in archival photos, are vehicles that have

INTRODUCTION

been restored to as-built condition. Any known dis-
crepancies are noted in the captions

WHICH VEHICLE IS FOR YOU?

The size and weight of components relative to
your facilities should obviously be considered when
contemplating a purchase. Likewise, while most
wheeled vehicles can be considered self-transporting,
tracklaying vehicles almost always must be hauled
to events for display, and have other unique prob-
lems, which are covered in the introduction to the
tracked vehicles section.

Another factor to consider is what type of collec-
tion you desire to build. Do you want one of each
model of Jeep vehicle built, or do you want to collect
vehicles used in the Vietnam War?

Finally, when considering the purchase of a vehi-
cle, give some thought to what grade of vehicle you
wish to own. Shop and value vehicles accordingly,
just as a factory-fresh appearing vehicle is probably
not the best choice for a re-enactor, if you are all
thumbs mechanically, a work-in-progress wouldn't
be for you.

VEHICLE CONDITION SCALE

The vehicles in this book are given a value grade
based on a 1-to-6 condition grading scale:

1=Excellent: Restored to maximum professional
standards, or a near-perfect original.

2=Fine: Well-restored or a combination of superi-
or restoration and excellent original parts.

3=Very Good: Complete and operable original or
older restoration, or a very good amateur restoration
with all presentable and serviceable parts inside and
out,

*US ARMY

4h2307

4=Good: Functional or needing only minor work to be
functional. Also, a deteriorated restoration or poor
amateur restoration.

5=Restorable: Needs complete restoration of body,
chassis, and interior. May or may not be running, but
is not wrecked, weathered, or stripped to the point of
being useful only for parts.

6=Parts Vehicle: Deteriorated beyond the point of
restoration.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 9

Section One:

WHEELED

VEHICLES

10 STANDARD CATALOG OF U.S. MILITARY VEHICLES

MOTORCYCLES

G-523 Harley-Davidson WLA

The Harley-Davidson WLA is the most popular
military motorcycle among collectors. However, the
common name WLA is only part of the model number.
There were 40-WLA, 41-WLA, 42-WLA, and other
models, each slightly different. These bikes were
basically a given year's civilian WL modified with the
addition of military items.

This early 41WLA is equipped with a winter windshield. Notice the
position of the headlight compared to later models, and the optional leg
shields mounted just behind the crash bars. (Photo courtesy of Fran
Blake collection)

The same WLA bike from another angle. The muffler used on these early
bikes was the standard civilian item. Notice the long buddy saddle that
was installed on early models. (Photo courtesy of Fran Blake collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

The 42-WLA is what most collectors are referring to
when they say “WLA.” It included such military gear as
a scabbard for a Thompson submachine gun on the right
side of the front fork, blackout lights on the front and
rear, a crankcase skid plate, and a substantial luggage
rack.

The headlight was mounted on the front fender, with
a small blackout light in front of it, and the electric horn
was located above the headlight. Just to the driver's left
of the headlight was the blackout driving light.

The spark advance was on the left handlebar, as was
the front brake control, horn button, and rearview
mirror. On the right handlebar was the throttle. A foot
pedal on the right side of the motorcycle controlled the
rear wheel brake.

The tank had two compartments — the right side
holding crankcase oil, the left side gasoline. In the center
of the tank were the speedometer and light switches.

The power plant was the classic 45-cid Harley-

Later production 41WLAs did away with the two-person buddy seat,
replacing it with a solo seat. (Photo courtesy of Fran Blake collection)

As the war progressed, subtle changes were made in the 41WLA. The front
fender was simplified, becoming little more than a curved piece of sheet
metal. Harley-Davidson began to paint crankcases black, whereas
previously they were unpainted. (Photo courtesy of Fran Blake collection)

MOTORCYCLE

Davidson 45-degree V-twin, which used a right side-
mounted chain to drive the bike to speeds up to 70 mph.

MODEL WLA
WEIGHT 513 Ibs.
LENGTH 88 in
WIDTH 36.25
HEIGHT 59 in.
WHEELBASE 50.75
TIRE SIZE 4.0-18
MAX SPEED 70 mph
FUEL CAPY 3 3/8 gal
RANGE 124 miles
ELECTRICAL 6 neg
TRANSMISSION

SPEEDS 3
TURNING

RADIUS FT 7 right 7.5 left

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

VALUES

6 5 4 3 2
WLA 2,000 5,000 10,000 13,000 17,000 20,000
SCARCITY
Scarcity 2

This overhead view of an early 41WLA shows the cut-out in the luggage
rack. During tire-changing operations, the rear fender hinged upwards
and the notch accepted the taillight. The upper filler on the tank is for oil,
the lower for gasoline. (Photo courtesy of Fran Blake collection)

Harley-Davidson WLA
45-degree V-2

23 @ 4600 rpm

28 Ibs..-ft. @ 3000 rpm
Not governed

s Pre 2
This is a very rare 50WLA. It may be the only SOWLA ever built. Notice how
the headlight has moved back to the upper position, and the taillight and
muffler have been changed once again. (Photo courtesy of Fran Blake
collection)

The box mounted on the fork of this 41WLA was used to store ammunition
for the operator’s submachine gun. Notice the cylindrical oil bath air
cleaner just ahead of the rear wheel. (Photo courtesy of Fran Blake
collection)

This is the machine most commonly associated with U.S. military
motorcycles: the 42WLA. Notice the repositioned headlight. Also, the
42WLA had the rectangular oil bath air filter shown here instead of the
somewhat fragile canister type used previously. (Photo courtesy of Fran
Blake collection)

The 52WLA was the last of this classic product line. Only a few hundred
of these were built, and they differed in details from the WWII production.
The easiest way to distinguish the later production is their reversed shift
pattern. (Photo courtesy of Fran Blake collection)

12. STANDARD CATALOG OF U.S. MILITARY VEHICLES

G-524 Indian 340-B

The 340-B was the big Indian, roughly equivalent to
the Harley-Davidson models U and UA. In military
service they were occasionally seen with their sidecar
removed. These motorcycles were militarized versions of
Indian's civilian Chief model. About 3,000 of these were
supplied to the U.S. military, and another 5,000 had
been supplied to France before that country fell.

This partoular 340-B was assembled by Robin Markey using essentially
all NOS parts. Notice the blackout and taillights mounted on the rear
fender above the vintage license plate. (Photo courtesy of Robin Markey)

MOTORCYCLES

GENERAL DATA

MODEL 340-B

WEIGHT 550 Ibs.
WHEELBASE 62 in

TIRE SIZE 4.5-18 in

MAX SPEED 75 mph

FUEL CAPY 3.5 gal
ELECTRICAL 6 neg

ENGINE DATA

ENGINE MAKE/MODEL Indian
NUMBER OF CYLINDERS V-2
CUBIC-INCH DISPLACEMENT 74
HORSEPOWER 40

Even without the sidecar, the 340-B is a big bike. In civilian form these
bikes had skirts on their fenders and extensive chrome. (Photo courtesy
of Robin Markey)

Here is a 340-B as delivered, with sidecar in place. The horn can be seen above the headlight. (Photo courtesy of Robin Markey)

STANDARD CATALOG OF U.S. MILITARY VEHICLES J]3

MOTORCYC

6 5 4 3 2 1

340-B 5,000 10,000 16,000 25,000 30,000 35,000

Values above assume presence of sidecar.

SCARCITY

Scarcity 4

The oil-bath air cleaner and the rearview mirror can both be seen on the
left-hand side of the bike in this overhead view. (Photo courtesy of Robin
Markey)

The Indian model 640-B was essentially a militarized
version of Indian's civilian Sport Scout. The 640-B used
a 45-cid engine, and thus was considerably more
powerful than the more common Model 741-B. While the
640-B was most commonly used as a single bike, a few
of the 2,500 produced were equipped with sidecars.

This soldier on prewar maneuvers relaxes on a break across his heav

anticipated role of the motorcycles in the U.S. military. (Photo courtesy of t

the Robin Markey coll

STANDARD CATALOG OF U.S. MILITARY VEHICLES

GENERAL DAT.

MODEL 640-B
WEIGHT 485 Ibs.

LENGTH 58 in.
TIRE SIZE 4.00-18 in.

MAX SPEED 75 mph

FUEL CAP. 3.7 gal

ELECTRICAL 6 neg

TRANSMISSION

SPEEDS 3

ENGINE DATA

ENGINE MAKE Indian

NUMBER OF CYLINDERS v-2

CUBIC-INCH DISPLACEMENT 45

HORSEPOWER 22

VALUES

6 5 4 3 2 Ad

640-B 2,500 5,000 11,000 15,000 20,000 25,000

SCARCITY

This 640-B has been restored to represent a motorcycle that had a sidecar
added to it by a field maintenance unit. Such modifications were not
uncommon, and greatly increase the usefulness of the motorcycle to the
collector. (Photo courtesy of the Robin Markey collection)

0-B. The widespread use of the Jeep greatly reduced the

lection)

G-524 Indian 74 1-B

From 1941 to 1943 Springfield, Massachusetts-
based Indian produced about 35,000 741-B motorcycles
for military use. Primarily used by foreign nations, the
741-B was nevertheless the military Indian model
produced in the greatest quantities.

The 741-B was powered by an Indian GDA-101 two-
cylinder, 90-degree, 30.5-cid V-engine producing 15 hp,
which drove the bike through a_ three-speed

transmission. The bikes were equipped with leather
saddlebags and a leather submachine gun scabbard. A
metal ammunition box was attached to the left front fork.
The stoplight was mounted on the rear fender, and the
rear blackout marker light was mounted below it. The
front blackout marker was mounted on the front fender,
and the headlight was mounted above it.

The kick-starter pedal on this 741-B is clearly visible, as is the gearshift
lever. The shift lever of the 741-B could be located on either side of the
tank. (Photo from the collection of Robin Markey and Bob's Indian Sales
and Service)

The leather submachine gun scabbard was mounted on the left side of the

front fork, while the ammunition box was on the right side of the fork. The

ammo box on this 741-B has been bar coded for the ist Infantry Division,

26th Infantry. These barcodes were used during the Normandy invasion.

ee oe the collection of Robin Markey and Bob’s Indian Sales and
ice)

MOTORCYCLES

GENERAL DATA
MODEL 741-B
WEIGHT 513 Ibs.
LENGTH 88 in
WIDTH 34 in
HEIGHT 40 in.
TIRE SIZE 3.50-18 in.
MAX SPEED 65 mph
FUEL CAPY 3 gal
RANGE 90 miles
ELECTRICAL 6 neg
TRANSMISSION

SPEEDS 3

ENGINE DATA

ENGINE MAKE/MODEL Indian GDA-101

NUMBER OF CYLINDERS V-2
CUBIC-INCH DISPLACEMENT 30.5
HORSEPOWER 15 @ 4200 rpm
VALUES

6 5 4 3 2 1
741-B 2,000 5,000 10,000 13,000 17,000 20,000
SCARCITY

Scarcity 3

The horn of the 741-B was mounted below the tank and just ahead of the
engine. Like the early Harley-Davidson WLAs, the 741-B used a
rectangular oil-bath air cleaner. (Photo from the collection of Robin
Markey and Bob's Indian Sales and Service)

G-585 Harley-Davidson XA

The Harley-Davidson Model XA was a copy of the
German BMW R71 military motorcycle. The advantage
foreseen was the elimination of the chain and its
associated maintenance, especially in a _ desert
environment. The 1,000 XAs built all featured shaft-
drive, which was unusual for American bikes at the time.
The 23-hp, 45-cid engine, unlike the classic Harley V-
twin design, used an opposed-piston design and featured
a carburetor for each cylinder.

While the performance of the XA was adequate,
critics said it unnecessarily diverted production facilities
and introduced more parts into the supply chain.
Production of the XA lasted from 1941 to 1943.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 15

MOTORCYCLES

LO} STN OB WY

MODEL XA 4 3 2 1
WEIGHT NET 525 Ibs. 2,500 5,000 11,000 15,000 20,000 30,000
WHEELBASE 59 1/2 in.

TIRE SIZES 4.00-18 in.

FUEL CAPY 45

ELECTRICAL 6 volt SCARCITY

SPEEDS 4 fwd
Scarcity 5

ENGINE DA’

ENGINE MAKE/MODEL Harley-Davidson
NUMBER OF CYLINDERS 2

CUBIC-INCH DISPLACEMENT 45
HORSEPOWER 23

eins

i
7

MF mens

Geile lt

This Harley-Davidson XA was photographed during WWII at Ft. Knox, Kentucky. Lt. John E. Harle directed motorcycl
of the horizontally opposed engine is visible just ahead of the rider’s leg. (Photo courtesy of the Patton Museum) yes ireena aroun ea zeThe pea

1G STANDARD CATALOG OF U.S. MILITARY VEHICLES

G-631 Indian 84 1

The Indian Model 841 was Indian's response to the
Army's desire for a shaft-driven motorcycle similar to the
BMW R71. The 45-cid Scout engine was modified with
the cylinder angle spread from 45 degrees to 90 degrees
and the engine rotated so that the crankshaft was to the
rear. The resultant engine was much smoother running
than other Indian engines.

The Model 841 featured a new four-speed foot-shift

« . . = Pha.

oa Sa

MOTORCYCLES

gearbox developed specially for use with shaft drive.
Unfortunately, the gearbox was hard to shift and trouble
prone. The 841's frame and final drive were essentially
copies of the BMW R71's components, but Indian
designed all new front forks made from tapered, oval
cross-section tubing.

While the shaft-drive motorcycles — the Indian 841
and the Harley-Davidson XA — were developed for desert
warfare, neither ever saw action. Indian manufactured
just over 1,000 841 models to fulfill the prototype
contract, but the sole military use of these motorcycles

ere a c : 3S,

Among the most sought-after Indian military motorcycles is the shaft-driven model 841. The shaft drives were developed based on the BMW R71 idea,
and were intended for desert use. However, the widespread use of the Jeep precluded their deployment. Robin Markey is astride this beautifully restored
example. Notice the cylinder heads protruding just ahead of his knees on either side. (Photo from the collection of Robin Markey and Bob's Indian Sales

and Service)

MILITARY VEHI

MOTORCYCLES

was for testing. The vast majority of the production run
was sold as surplus without ever leaving the Indian
warehouse in Springfield, Massachusetts.

GENERAL DATA
MODEL 841
WEIGHT 550 Ibs.
MAX SPEED 75 mph
ELECTRICAL 6 neg
TRANSMISSION
SPEEDS 4
ENGINE DATA
ENGINE MAKE Indian
NUMBER OF CYLINDERS V-2, 90-degree
CUBIC-INCH DISPLACEMENT 45
IVALUES
6 5 4 3 2 1
841 2,500 5,000 11,000 15,000 20,000 30,000
SCARCITY
Scarcity 5

G-680' Harley-Davidson U&UA

The Harley-Davidson U was a civilian Harley-
Davidson prewar bike powered by Harley's 74-cid
flathead engine. This “Big Twin” Harley was considerably
larger than the more common WLA. The additional
power afforded by the larger engines allowed these
motorcycles to be fitted with sidecars, and they often
were. When sidecar equipped they are sometimes
referred to as model US. The Navy procured some of
these sidecar-equipped model U bikes and employed
them with the Shore Patrol, among other things.

The Army also liked the Big Twin, and purchased
some as well. These were designated model UA.
Differences between the military and civilian models
were limited as these machines were intended to be used

The Harley-Davidson Model U was originally designed and marketed as a
civilian motorcycle. However, a limited number of these were acquired by

the U.S. Navy and supplied to the Shore Patrol. Lee Rudd has restored the
beautiful U shown in these photos.

The additional power of the U, compared to the WLA, was used to propel
the bike and sidecar. While civilian U models were adorned with chrome,
the military bikes were rather plain.

Both the U and UA carried a spare tire on the rear of the sidecar. These
sidecars were not built by Harley-Davidson, but were supplied to Harley by
an outside contractor.

only in rear areas. They lack the characteristic black-out
lighting and large gun scabbard and ammo box of the
WLA.

Sidecar-equipped examples often carried a spare tire
on the rear of the sidecar. The sidecar’s windshield was
hinged and could be tilted forward to allow the passenger
to get in and out.

Despite appearances, very few parts interchange
between the U series and the WLA.

The tank had two compartments. The right side held
crankcase oil, the left side gasoline. In the center of the
tank were the speedometer and light switches.

GENERAL DATA

MODEL U&UA
WEIGHT 850 Ibs.
LENGTH 95
WIDTH 69
HEIGHT 42
WHEELBASE 59.5
TIRE SIZE 4.50-18
MAX SPEED 55 mph
ELECTRICAL 6 neg
TRANSMISSION

SPEEDS 3

Overall dimensions listed in inches.

MOTORCYCLES

ENGINE DATA
ENGINE MAKE/MODEL Harley-Davidson U

NUMBER OF CYLINDERS 45-degree V-2
CUBIC-INCH DISPLACEMENT 74

VALUES

6 5 4 3 2 A
UA 3,000 7,000 20,000 29,000 37,000 45,000

SCARCITY

Scarcity 4

The fuel and oil fillers, instrument panel, and mirror of the U can be seen
in this view.

The canister-type oil bath air cleaner and chain drive he
U and UA models did not use saddlebags, but certain foreign sales bikes
had skirted fenders.

This is the builder's photo of a Harley-Davidson model UA. The particular
machine was supplied to the U.S. Marine Corps. (Photo courtesy of
Francis Blake collection)

This UA is set up for maximum personnel transportation, with a sidecar,
operator's seat, and the tandem seat behind the operator's seat. (Photo
courtesy of Francis Blake collection)

The connection and suspension utilized by sidecar-equipped bikes is
shown in this photo a model U.

STANDARD CATALOG OF U.S. MILITARY VEH

QUARTER-TON TRUCKS

‘Bantam BRC

While the is much debate over the origin of the term
“Jeep,” there is little argument among scholars that the
vehicle known by that name was originated by the
American Bantam Car Co. of Butler, Pennsylvania. While
Karl Probst is widely credited with the design of the Jeep,
more recent research indicates that Probst was a late
addition to Bantam’s own engineering team, which
included Harold Crist, Ralph Turner, and Chet
Hemphling. Crist and Hemphling were later involved in
Mid-America Research Corporation’s development of a
later vehicle, which became the Mighty-Mite. Crist was
instrumental in ensuring that the first Bantam was
constructed in just 47 days, and two days later he drove
it to Camp Holabird, near Baltimore.

1 (0) 0) 9) Pt)

Following approval of the prototype, and after a few
modifications, 69 more pre-production units were built,
with eight of these being four-wheel steer models. All of

Oe. f = ‘ “%

these were completed by December 17, 1940. These
original Bantams, known as the Bantam Model 60, had
a rounded grill and fenders.

re os WERE eee oho
Shown here is arguably the original Jeep, the prototype Bant

20 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The Bantam Reconnaissance Car was placed into series production with
an order for 1500 units. These vehicles were known as the BRC-40. With
the appearance of the BRC-40, the Jeep had arrived.

orig oes

e > lam Reconnaissance Car. Notice the scalloped cutouts for crew access and the curved
fenders and separate protruding headlights without brush guards. All these features that were eliminated when the first 75 pre-production units were
built. The massive 4x4 beside it is a 5-ton prototype artillery tractor built by Oshkosh. (U.S. Army photo)

BRC-40

The second batch of Bantam’s was an order for 1500
vehicles, which were constructed in the period March 10
through July 2, 1941. These and succeeding units built
by Bantam were known as BRC-40s. Before production
commenced on these vehicles the design was changed to
incorporate a flat hood and grill and a_ two-piece
windshield. All the Bantams were powered by the 48
horsepower Continental Y-4112 6-cylinder engine.

According to testimony of Francis Fenn, Bantam
president, before the Truman committee, in addition to
the 8 four-wheel-steer Model 60s, there were 50 four-
wheel-steer BRC-40s built. Bantam’s third and last order
for reconnaissance cars was for only 1175 units, and
work was completed on them in December 1941. Bantam
produced torpedoes for the Royal Navy, and thousands
of their 1/4 on T-3 trailers for use behind Jeeps, but
sadly after December 1941 their days of producing the
1/4 ton reconnaissance vehicle they pioneered was done.

The underside of the floor of the earliest of the BRC-
40s were made of corrugated steel, while later models
used conventional flat sheet metal and hat channel
construction. Other variations between early and late
BRC-40s included the use of a curved shift lever on the
early models, and a reinforcing fillet on the windshield
hinge dogleg on the later production units.

QUARTER-TON TRUCKS

GENERAL DATA
MODEL BRC-40
GROSS WEIGHT 2,600 Ibs.
LENGTH 126
WIDTH 54
HEIGHT TOP UP 72
TRACK 47.5
TIRE SIZE 5.50-16
MAX SPEED 55 mph
FUEL CAPY 10 gal
RANGE 165 mi
ELECTRICAL 6 neg
TRANSMISSION
SPEEDS 3
TRANSFER
SPEEDS 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

VALUES

6
3,500

Continental BY 4112
4

112

45 @ 3500 rpm

5
9,000

4 3 2 1

All models 15,000 22,000 28,000 34,000

SCARCITY

Scarcity 5

The 69 vehicles that were built on n the pilot ontfidt were ‘ance as s the Bantam Model 60. This one was es Bhotographed at Aberdeen Proving Grounds in

March 1941 outfitted
have been replaced

with a machine gun. The scall doorway of the
with

loped doorway i
flat versions. (Photo courtesy of

fotype has been replaced with a simpler opening, just as the elaborate fenders
the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

QUARTER-TON TRUCKS

“>

TENG DEPT A ;
5 302 »

A a
HOL ABIRE rks

This view of the Bantam prototype at Camp Holabird clearly shows the
fenders. (Photo courtesy of the Patton Museum)

Pai <n

graceful curved fenders that were soon to give way to the characteristic flat

22 STANDARD CATALOG OF U.S. MILITARY VEHICLES

QUARTER-TON TRUCKS

ord : CAD Sec DR Sitiaitd ree i Lael
The Model 60 also included brush guards for the headlights. The windshield was replaced with
and Records Administration photo)

a two-pane version on later models. (National Archives

The rear corners of the BRC-40 bodies were all sharply squared, unlike the Th i

the ;. t e flat hood, flat fenders, and flat grille of the BRC-40 were features that

po Nate aa Hele pa compere Ford and Willys products. Also were characteristic of WWII Jeeps, and all were all present on this model.
pereties. (Photo courtesy of Military History Institute)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 23

QUARTER-TON TRUCKS

eM {ok yy pe) sap)
/PYGMY |

Ford's entry into the Army's reconnaissance car
competition was the Pygmy. While the Pygmy introduced
many features that were later included on the
standardized Jeep, including the grille-mounted
headlights, dog-legged windshield hinges, and squared-
off hood, its modified tractor engine was no competition
to the Willys “Go-Devil” engine installed in the Quad.

A second prototype was constructed by Ford, this
time using a body supplied by Philadelphia’s Budd
Company. This body closely resembled the Bantam body,
with its unusually shaped door openings. Only one
vehicle of this design was produced.

When the U.S.

government ordered 1,500

reconnaissance trucks each from Bantam, Willys, and
Ford, Ford delivered the GP. GP was the Ford
nomenclature — G meaning government contract
vehicle, and P indicating it is an 80-in.-wheelbase
reconnaissance car. In addition to the 1,500 vehicles on

The Pygmy was the original Ford vehicle for the Army reconnaissance car
contract. Notice the dog-legged windshield hinges and squared-off hood,
both features eventually incorporated into the final universal Jeep design.
(Photo courtesy of Veteran’s Memorial Museum/Alabama Center of
Military History)

Early Ford-built Jeeps, both GP and GPW models, had the Ford name

embossed in the rear panel. Tie rod ends can be seen under the rear body

of nls example, identifying it as one of only 50 four-wheel-steer GPs that
‘ord built.

24 STANDARD CATALOG OF U.S. MILITARY VEHICLES

the initial contract, another 2,958 units were built.
Four-wheel steering was fitted to 50 of these vehicles,
but this setup was deemed excessively dangerous and
bad for the supply channels.

Once the design of the Jeep was standardized, a
production contract was awarded to Willys for its MB
model. The anticipated widespread use of the Jeep led to
a desire for an additional source of manufacture. Ford
was licensed to build copies of the Willys design, which
Ford designated GPW. Again, G meant government
contract vehicle, P indicated it is an 80-in. wheelbase
reconnaissance car, and the W suffix indicated it used
the Willys-designed engine.

Ford built the GPW at six plants, including Ford's
huge Rouge complex. Like the MB, the earliest models
had the maker's name embossed in script on the rear

The now familiar “Jeep” grille was developed by Ford engineers to save
labor, material, and money. It was introduced on the GPW during January
of 1942. This beautifully restored GPW is owned by Charles Wilson. (Photo
by Evelyn Harless)

EOE
During the field eval
improved GP model from Ford. These vehicles had fabricated “slat” grilles.

pen i

ordered 1,500 vehicles of the

> a

luation period, the Ari

panel. The grille was of fabricated steel construction
until January 6, 1942. At that time, Ford introduced the
stamped steel grille that was later ironically registered as
a trademark for Chrysler's Jeep. The script Ford name
on the rear panel was discontinued in July 1942.

Ford built its own bodies at the Lincoln plant until
the fall of 1943. At that time Ford began buying bodies
from American Central, which was already supplying
bodies to Willys. Soon, representatives of Ford, Willys,
and the Ordnance Department met and created the
composite body, which incorporated the best features of
each maker's body. This body is what is now known as
the composite body, and it was used by both Ford and
Willys from January 1944 onward, although a few were
used during the last months of 1943.

During the production of the 277,896 GPWs, Ford
marked many of the components with the Ford “F” logo.
Among these components were pintle hooks, fenders,
bolts, etc. However, due to materials shortages, non-F
parts were sometimes substituted on the assembly line.
As a rule, the most notable difference between the MB
and the GPW involves the front cross member. There is a
tubular member on Willys vehicles, and an inverted U-
channel on the Ford.

‘war

Early Jeeps, whether Ford or Willys built, did not have the rear-mounted
liquid container rack. (Photo by Evelyn Harless)

The Army was not the only user of GPWs, as shown by Wayne Dowdle’s
restored U.S, Navy Jeep. (Photo by Evelyn Harless)

STANDARD CATALOG OF U

QUARTER-TON TRUCKS

GENERAL DATA

MODEL GPW MB
GROSS WEIGHT 3,650 Ibs. 3,650 Ibs.
LENGTH 132.25 132.25
WIDTH 55.5 55.5
HEIGHT (TOP UP) 71.75 71.75
HEIGHT (TOP DOWN) 52 52
TRACK 49 49
TIRE SIZE 6.00-16 6.00-16
MAX SPEED 65 mph 65 mph
FUEL CAPY 15 gal 15 gal
RANGE 285 mi 285 mi
ELECTRICAL 6 neg 6 neg
TRANSMISSION

SPEEDS 3 3
TRANSFER

SPEEDS 2 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Willys 442 Ford GPW

NUMBER OF CYLINDERS 4 4

CUBIC-IN. DISPLACEMENT 134 134

HORSEPOWER 54 @ 4000 rpm 54 @ 4000 rpm

TORQUE 1085 Ibs.-ft. @ 2000 rpm 1085 Ibs.-ft. @ 2000 rpm
6 5 4 3 2 1

All models 800 4,500 9,000 12,000 16,000 20,000

>G-504 GPA

The GPA was developed at the request of the
Quartermaster Corps by Ford Motor Company working
with the National Defense Research Council. It is
affectionately referred to as a “Jeep in a bathtub.” Just
as was the case with the DUKW, yacht builders
Sparkman and Stephens Co. assisted in the design of the
hull.

Mechanically, the GPA is very similar to the GPW,
with the same type engine, transmission, axles, and
transfer case, and only slight modifications to adapt
them to the amphibious role.

Not only did the overhanging front and rear hull
sections make the GPA longer than the standard Jeep,
but the wheelbase itself was 4 in. longer than its non-
amphibious brother. On the bow of the vehicle was a
hinged splash shield. The winch was driven via pulley off

The conventional interior layout of the GPA is apparent in this period
photo. The spare tire is seen stowed on the rear deck, near the fuel filler
and between the protected Malt gis The winch capstan is visible on the
fore deck, just ahead of the surf shield, which is in the stowed position.
(Photo courtesy of the Patton Museum)

S. MILITARY VEHICLES

TRUCKS

QUARTER-

The engine-cooling door has been closed in this photo, but the hood itself can just be made out ahead of the windshield. Alongside the passenger
compartment 5 the boat hook (pike pole) that was released as standard equipment for the GPA vehicles on Dec. 27, 1942.
(U.S. Army photo)

The hull of the GPA and DUKW were designed by the same firm. In this shot the surf shield has been placed in operating position, and the
engine-cooling door can just be seen beyond it in the open position. (U.S. Army photo)

26 STANDARD CATALOG OF U.S. MILITARY VEHICLES

the front of the engine. At the rear of the vehicle were a
propeller and rudder, and the standard pintle hook.

QUARTER-TON TRUCKS

GENERAL DAT:

; MODEL GPA
Inside, the passenger compartment was much like a WEIGHT GROSS 4,460 Ibs.
standard Jeep, with two individual seats in the front and Wea ee
a bench-type seat in the rear. Steps were recessed into yEjGHT 66.25
the hull sides to permit entrance and egress to the TRACK 49
vehicle TIRE SIZE 6.00-16
se : : MAX SPEED
While Ford built the last of the 12,778 GPAs in 1943, Lanp 50 mph
unlicensed copies continued to be built in the Soviet Be aey S° mph
4 5 ° gal.
Union for some time after that. RANGE
LAND 250 mi
WATER 35 mi
ELECTRICAL 12 neg
TRANSMISSION
SPEEDS 3
TRANSFER
SPEEDS 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Ford GPA
NUMBER OF CYLINDERS 4
CUBIC-INCH DISPLACEMENT 134

HORSEPOWER 54 @ 4050 rpm
VALUES
6 5 4 3 2 1
All models 4,000 14,000 20,000 25,000 32,000 38,000

The driver's compartment of the GPA was not that different from that of a
normal Jeep, as can be seen in this photo taken at the United States Army
Engineer Museum, Fort Leonard Wood, Missouri.

USA. FOLII89

the rifle rack is mounted on the windshield, and the offset tunnel houses the propeller

On the GPA, the Danforth anchor is stowed on top of the spare tire,
and rudder. (U.S. Army photo)

lod

STANDARD CATALOG OF U.S. MILITARY VEHICLES

QUARTER-TON TRUCKS

'G-503 Willys

iQuad |

The 1940 Willys Quad was that company’s offering to
compete against the Bantam prototype. The Quad
pushed the weight limit established for the new
reconnaissance car, so much so that the original was
reportedly stripped of its paint and refinished with
thinner coats covering only the exposed surfaces. Two
Quads were built, both powered by the Willys “Go-Devil”
engine. The engine turned out to be Willys’s greatest
asset. None of the Quads is believed to have survived.

EcOs PEA

The MA was the Willys followup to the Quad. The MA
featured a flat hood, full-length front fenders with
headlights mounted on them, and column shift for the
transmission. The Willys name was embossed in the
front of all the MA vehicles.

Willys built 1,553 of these vehicles, the bulk of
which, like the Bantam BRC-40, were supplied to Russia
under lend-lease arrangements. Production of the MA
ran from June 5, 1941, through September 23, 1941.
Today the MA is an extremely difficult vehicle to find in
this country.

After 1,500 units each of the Bantam BRC-40, Ford
GP, and the Willys had been ordered, the road had been
paved for mass production. Willys was awarded a
contract for an improved MA, known as the MB. The first

ta = a > 7 »
The Quad, shown here, was the Willys entry into the 1/4 ton truck competition.
become the familiar MB. (Photo courtesy of Military History Institute)

28 STANDARD CATALOG OF U.S. MILITARY VEHICLES

25,808 of these trucks had what is now known as a “slat
grille.” This was a welded assembly of heavy bar stock.
Vehicles produced after June 12, 1942, used the now
familiar lightweight stamped-steel units originally
developed by Ford for the GPW, which ironically, were
later registered as a trademark for Jeep. The stamped
grille was not only lighter weight, but also reportedly
could be produced for about one-third the cost of the
fabricated unit it replaced.

iy i

As seen on this MB, owned and restored by B.J. Smith, the bows and
windshield and could be lowered to reduce the overall height of the
vehicle. The stamped steel grille was developed by Ford, but was soon
adopted by Willys-Overland as well. (Photo by Evelyn Harless)

Notice how much the designed had to evolve to

QUARTER-TON TRUCKS

wee S rd : roel wT wats oe i
After extensive field testing of the MA, the design was improved and standardized as the MB. The first 25,808 of these featured what collectors refer to
as a “slat grille.” This was a welded assembly of heavy bar stock. (Photo courtesy of Reg Hodgson)

juate headroom for passengers. The siren on the left and red light
on the right front fenders were not standard equipment on MBs. (Photo courtesy of Reg Hodgson)

NDARD CATALOG OF U.S. MILITARY VEHICLES 29

wet

QUARTER-TON TRUCKS

The first 20,700 MBs used solid disk wheels. After
that, combat wheels were used. Like its Willys
predecessors, the MB had the “Go-Devil” engine. The
early models had “Willys” embossed in the rear body
panel, and are known as “script” Jeeps. This practice
was discontinued in July of 1942. From March 16, 1941
through August 20, 1945, Willys-Overland bought its
bodies from American Central (formerly known as
Auburn Central), of Connersville, Indiana. After 65,582
vehicles had been built, the now familiar liquid container
bracket began to be installed on the left-hand side of the
Jeep's rear panel.

Like most of the WWIl-era military vehicles,
production of the MB ceased with the end of hostilities.
Willys-Overland motors had built 359,489 of the vehicles
when production halted. Other minor changes were
made during the production run, enough so that
numerous books are on the market to aid the Jeep
restorer in “getting it right.”

—
a
~
" ¥
aan
~*

One of the most unusual variants of the military
Jeep is the CJ-V35/U. One-thousand these vehicles were
ordered in February 1950 for use as communications
trucks. Willys-Overland produced the CJ-V35/U from
March 1950 through June 1950.

All of these vehicles were bought by the Department
of the Navy, Bureau of Ships for use by the Marine
Corps.

The CJ-V35/U looks very much like a civilian CJ-3A,
but there were numerous detail differences. The most
obvious are its use of a unique deep headlight bezel,
combat rims, and a 12-volt auxiliary generator mounted
between the front seats. The auxiliary generator was
driven via belts of a PTO. This generator charged two 6-

volt auxiliary batteries that powered the radio
equipment.
ot i ;/T¥
oe ik
5 :
aw

= =< mu

Here is the production pilot for the CJ-V35/U emerging from a fording test. The Willys name is embossed in the side of the hood. While characteristic of

this model, is not correct for any other model of U.S. military Jeep. (Photo courtesy of Richard Grace collection)

LOG OF U.S. MILITARY VEHICLES

Although it has a waterproof electrical system and
provisions for deep-water fording, it retained the 6-volt
ignition system like its predecessors. A radio cabinet
occupied the position normally reserved for the back
seat.

GENERAL DATA

MODEL CJ-V35/U
WEIGHT GROSS 3,500 Ibs.
LENGTH 136
WIDTH 60
HEIGHT TOP UP 74
HEIGHT TOP DOWN 55.
TRACK 48.25
TIRE SIZE 6.00-16
MAX SPEED 60 mph
FUEL CAPY 10.5 gal
RANGE 200 mi
ELECTRICAL 6 neg
TRANSMISSION

SPEEDS 3F1R
TRANSFER

SPEEDS 2

G-740 Willys MC

The Jeep that the military knew as the M38 was known
by Willys as the model MC. At first glance, the M38 looks
like the WWIl-era Jeep, but there are several significant
differences.

The vehicle was slightly larger, with more room for
the driver, and there was a significant improvement in
the transmission. While the fuel can rack and spare tire
were mounted in the same locations as they had be
previously, the fuel filler was relocated and protruded
through the side of the body. The two features that most
readily distinguish this from the WWII vehicles are the
one-piece windshield glass (rather than two-piece glass
of the MB and GPW) and the protruding headlights (they
were inset on earlier Jeeps). The M38 used larger 7:00-
16 tires and wheels than were used on the WWII Jeeps.
Like the other postwar tactical vehicles, the M38 had a
24-volt electrical system. The 24-volt system required

The pioneer tools were carried on the passenger's side of the M38, just the
opposite of their ion on the WWII era Jeeps. Notice the guards
protecting the lights. (Photo courtesy of Evelyn Harless)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

QUARTER-TON TRUCKS

‘ a at ada j

Barely visible just ahead of the windshield of the M38 is the battery box
cover for one battery. The other battery is under the hood. This vehicle is
owned by Jane Hunt of Arkansas. (Photo courtesy of Evelyn Harless)

hi}

ee ys NE ee Pe oe
The postwar Willys M38 may look like its WWII brother, but closer
examination reveals many differences. The protruding headlights and
external fuel filler are perhaps the most obvious changes. This example is
owned by Greg Stanton. (Photo courtesy of Evelyn Harless)

eee ‘i *
The pioneer tools were carried on the

opposite of their position on the
Evelyn Harless)

ll era Jeeps. (Photo courtesy of

QUARTER-TON TRUCKS

two batteries, one of which was mounted under the
hood, the other in a special compartment in the cowling.
Despite the similar appearance, very few parts are
interchangeable between this truck and the WWII
version.

Correspondence from Brigadier General John
Christmas dated July 12, 1949, indicates that by that
time the procurement process for the M38 was well
advanced. From 1950 until 1952, Willys produced
45,473 of these improved Jeeps. A rare few were
equipped with Ramsey PTO-driven winches.

GENERAL DATA

MODEL M38

NET WEIGHT 2,625 Ibs.
GROSS WEIGHT 3,825 Ibs.
MAX TOWED LOAD 2,000 Ibs.
LENGTH 133
WHEELBASE 80
WIDTH 62
HEIGHT 74
WIDTH" 41.375/57
TRACK 49 3/16
TIRE SIZE 7.00-16
MAX SPEED 60 mph
FUEL CAPY 13 gal
RANGE 220 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 3
TRANSFER

SPEEDS 2
TURNING

RADIUS FT 20 R, 19L

Overall dimensions listed in inches.
*Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL Willys MC
NUMBER OF CYLINDERS 4
CUBIC-INCH DISPLACEMENT 134

HORSEPOWER
TORQUE
GOVERNED SPEED (rpm)

VALUES

51 @ 4000 rpm
97 Ibs.-ft. @ 2000 rpm
Not governed

6 5 4 3 2 1
M38 1,000 3,000 6,000 8,500 12,000 15,000
SCARCITY
Scarcity 3

G-758 Willys MD

The M38 was a considerable improvement over the
World War Two-era Jeep, but it was also heavier without
a corresponding increase in horsepower. The M38A1,
with its new F head “Hurricane” engine replacing the “Go
Devil” L-head, increased the horsepower. What had
begun as a simple revision (hence the “Al” designation)
evolved into an almost totally new vehicle. MD was the
Willys model designation for the M38A1.

M38Al1

When production of the M38A1 began in 1952, the
vehicle was being built by Willys-Overland Motors in
Toledo. However, on April 28, 1953, Kaiser bought
Willys-Overland and changed the name to Willys Motor

32 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Company. It remained that way until 1963, when it
became Kaiser-Jeep Corporation.

The M38A1 would be the basis for the familiar CJ-5
introduced later. In addition to the different brand

names on the data plates, there were other variations

ar 2

The M38A1 was the base vehicle of the recoilless rifle-armed M38A1C.
Modifications included: the weapon, the split windshield, relocated spare
tire, and relocated liquid container bracket to the passenger's side of the
vehicle. (Photo courtesy of the Patton Museum)

The spare tire and liquid container bracket were mounted on the rear
panel of the M38A1, which had no moveable tailgate. Just visible along the
edges of the tarpaulin are the twist fasteners used to secure the side
curtains for total enclosure of the vehicle. (U.S. Army photo)

This photo, taken at the Yuma Proving Ground in 1952, shows the recess
on the right side of the vehicle that accommodated the slave receptacle,
Also faintly visible in this view is the inverted V-shape panel on the hood
side that was to be removed when installing the deep-water fording gear.
(U.S. Army photo)

during the course of production. The early production
M38A1 were built from 1952 through winter 1953.
Characteristics of these early trucks include: the hinged
front grille to facilitate engine and transmission removal,
the cowl-mounted battery box had its cover retained by
eight thumb screws, and a seam in the front fenders. The
front bumper on the earliest vehicles was narrower than
the 54 1/2-in. bumper that was used on subsequent
trucks, but the change in bumper length preceded the
other changes.

In late 1953, several minor changes were made in
these vehicles, beginning at serial number MD62000.
Vehicles made subsequent to this are referred to as late-
production vehicles. Spotting features of these vehicles
include: a single strap replacing the eight thumbscrews
retaining the battery box lid, deletion of the hinged grille,
seamless front fenders, and the addition of two long
radiator support rods extending from the radiator
support to the firewall.

Domestic production of the M38A1 ceased in 1957,
by which time 80,290 vehicles had been produced for
U.S. use, and an additional 21,198 units for foreign
sales. M38A1 CDNs were built by Ford of Canada in the
1950s, then by Kaiser-Jeep in Windsor in the 1960s.

Beyond the basic M38A1, there were two interesting
armed variants — the M38A1C, and the M38A1D.

ee ee

changes was a reshaped hood. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHIC

QUARTER-TON TRUCKS

The M38AIC was initially armed with the 105mm
Recoilless Rifle M27 or M27A1, but that was soon
replaced with the 1953 M40 106mm Recoilless Rifle. It
has been reported that these vehicles were not factory
built, but were converted to the armed version by the
Watervliet Arsenal. There were several changes made to
the vehicle to accommodate the weapons. A new
windshield was installed, with a gap in it to
accommodate the weapon tube. The spare tire and liquid
container bracket were relocated from the rear of the
vehicle to the passenger's side. The rear of the vehicle
was also opened up and the rear seat removed.
Ammunition racks were installed in the floor of the rear
of the vehicle, and the recoilless rifle mount was
suspended between the rear wheel wells.

M38A1D

The M38A 1D is one of the most powerfully armed
light vehicles ever built. The Davy Crockett Atomic Battle
Group Weapon System was carried by several vehicles
during its deployment. The M38A1D Willys MD Jeep was
the first mount for the M28 launcher. The M38A1D 4x4
trucks were originally M38A1C Recoilless Rifle Carriers
field modified into transporter/launchers for the Davy
Crockett. Only a few M38A1Cs were converted to
M38A 1D standard.

Along with the more powerful F-head engine, other improvements were introduced that made the M38A1 only vaguely resemble the M38. Among the

rs O3

QUARTER-TON TRUCKS

The M28 launchers could be demounted from their
Jeeps and ground launched from their tripods by the
three-man crew. The Davy Crockett Atomic Battle Group
Weapon System was built around the M388 279mm
Projectile. The fin-stabilized M388 was attached to a
piston that was inserted into the muzzle of the 120mm
M28 Launcher. The M388 projectile extended beyond the
end of the launcher barrel. The propellant was placed in
the rear of the recoilless rifle barrel, and when
discharged fired the projectile and piston up to 1.24
miles.

The M388 projectile could be armed with either

The M170 lower litter racks were bolted to the floor, while the upper racks hung from
dashboard at the front. (National Archives and Records Administration photo)

34 STANDARD CATALOG OF U.S. MILITARY VEHICLES

conventional explosives or a W-54 atomic fission
warhead. The atomic warhead was of variable yield
ranging from 10 to 250 tons of TNT. The operator
selected the yield prior to firing.

The Davy Crockett system was intended to give the
infantry squads the ability to combat large armored
formations and infantry concentrations. Unfortunately,
the blast radius from the warhead could exceed the
range of the launcher.

Reportedly, the Davy Crockett
withdrawn from service in 1971.

system was

the top bows at the rear and were supported by a bracket onthe

The M170 was the battlefield ambulance version of
the G-758 series. The M170 wheelbase was 20 in. |
than the M38A1's wheelbase and the internal layout was
considerably different. The front seats were narrower
and there were litter racks mounted in the rear floor. An
additional litter rack hung from the bows on the
passenger's side. The passenger's seat cushion was

removable and could be hung from the windshield frame,

QUARTER-TON TRUCKS

the seat back and frame pivoted forward and
latched it to the floor. This provided room for a :
The spare tire and fuel can were carried in a well just to
the right of the passenger's seat. A droplight on a cable
reel was mounted on the left rear wheel well just behind
the driver’s seat. Storage lockers were mounted in rear
fender wells. There are many special brackets attached
at various points on the body and tailgate.

While usually configured as ambulances, a few of the

This view of the M170 shows how efficiently the limited interior space was utilized. A pad on the rear of the driver's seat protects the head of on patient,

while the passenger's seat cushion has been hung from the windshield to
mounted spare tire and a 5-gallon gas can. No bracket for the gas can was

STANDARD CATALOG OF U.S. MILITARY VEHICLES

rotect the head of another patient. Also visible in this view is the interior-

installed, but footmen’s loops were provided to secure it. (U.S. Army photo)

QUARTER-TON TRUCKS

Bat

Aberdeen Proving Ground in September 1953, with al

4,155 built from 1953 to 1963 were outfitted as radio
trucks or airfield taxis.

The M170, or MD-A in Willys nomenclature, was the
basis for the civilian CJ-6. The M170 is among the
hardest military Jeeps to find.

GENERAL DATA

MODEL M38A1 M38A1C M170
NET WEIGHT 2,690 Ibs. 2,690 Ibs. 2,963 Ibs.
GROSS WEIGHT 3,865 Ibs. 3,865 Ibs. 3,763 Ibs.
MAX TOWED LOAD 2,000 Ibs. 2,000 Ibs. N/A
LENGTH 138 9/16 138 9/16 155
WHEELBASE 81 81 101
WIDTH 60.625 60.625 60.5
HEIGHT 72.875 72.875 80
WIDTH* 41.875/60.625 41.875/60.625 41.875/60.625
TRACK 49.125 49.125 49.125
TIRE SIZE 7.00-16 7.00-16 7.00-16
MAX SPEED 55 mph 55 mph 55 mph
FUEL CAPY 13 gal 13 gal 13 gal
RANGE 350 mi 350 mi 300 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSMISSION

SPEEDS 3 3 3
TRANSFER

SPEEDS 2 2 2
TURNING

RADIUS FT 19.5R, 19L 19.5R,19L 24.5R,24.5L

*Overall dimensions listed in inches.
Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL

Willys MD F-head
NUMBER OF CYLINDERS 4

CUBIC-INCH DISPLACEMENT 134
HORSEPOWER 72 @4000
TORQUE 114 Ibs..-ft. @ 2000

GOVERNED SPEED (rpm) Not governed

STANDARD CATALOG OF U.S. MILITARY VEHICLES

The M170 was a longer-wheelbase version of the Willys MD, and was designed for use as a field ambulance. Shown here is the XM170, photographed at
tf canvas fitted and with three litters in place. (U.S. Army photo)

VALUES

6 5 4 3 2 1
M38A1 500 1,000 2,000 4,500 6,000 7,500
M170 500 1,200 2,500 6,000 8,000 12,00
SCARCITY
M38A1 2
M170 4

G-838 M151 Series

Work on the M151 MUTT (Military Utility Tactical
Truck) series of vehicles began even before its
predecessor, the M38A1, had been produced.

The seed of the M151 came to life in 1951, when the
Ford Motor Company was contracted by the Army to
start development on a new type of light utility truck that
would utilize the latest features of the automotive
industry at that time. Weight was (as with the MB/GPW)
a major concern for the military, and Ford put together
ideas for various combinations of vehicles — unibody
and separate chassis versions, and both steel and
aluminum bodies. Ford eventually settled on the
unibody (integral chassis) version, but was also very
interested in using alloy for the body. Pilot models were
built in aluminum, but during testing the bodies
developed severe fractures and cracks. Eventually, the
steel-bodied version was selected.

It would be 1959 before the design and pilot stages
evolved into a production contract.

Like its immediate predecessors, the M151 had the
military standard 24-volt electrical system and selective

two and four wheel drive, but there were some
significant differences. The M151 used a unibody design,
the suspension was all-around independent, and the
transfer case was a single-speed unit. The transmission
was a four-speed version, unlike the
MB/GPW/M38/M38A1, which all had three-speed
transmissions. The M151’s first and reverse gears were
low enough to negate the need for a separate low transfer
range.

Delivery of the vehicles of the first contract was
scheduled by Ford to begin in March 1960. These
vehicles were designated M151. In 1962, Willys Motors,

es —

This M151 has been armed with a
models. (Photo courtesy of the Patton Museum)

QUARTER-TON TRUCKS

Inc., successor firm to Willys-Overland Motors, underbid
Ford and began producing 14,625 of the M151 truc A
second contract was won in December of that year for a
further 9,800 units. In 1963, Wi Motors, Inc., became
the Kaiser Jeep Corporation. The contract for M151
vehicles was modified during production to specify the
MI51A1.

M151Al

Because of problems with the rear suspension,
which buckled or collapsed, particularly when burdened
with mounted weapons and cargo, the rear suspension
system was redesigned. High-strength rear suspension
arms, with extra bump-stops, were introduced. Vehicles

OPERATION
~~

=
:

on =
a

|-mounted .30-caliber machine gun. The flat fenders and two-piece windshield are characteristics of early

STANDARD CATALOG OF U.S. MILITARY VEHICLES $37

QUARTER-TON TRUCKS

with this improved suspension were known as model
MI51A\1s. Production of this new Jeep began by Willys
Motors in December 1963. In January 1964, the name
on the builder’s plate of the M151Als was changed to
Kaiser-Jeep Corp.

In 1964, Ford reg: d the contract and production
of the Mutt restarted in January 1965 and continued up
through 1969.

Variants of the basic M151A1 design were used to
carry a recoilless rifle, which was installed on the
M151A1 by Watervliet Arsenal. These vehicles featured a
different tailgate area, fender-mounted troop seats, and
overload springs (smaller coil springs which fitted inside
the main rear coil springs), and were designated

The M151 family did not use the traditional liquid container bracket. Instead, the spare cal peret ne 7 r
webbing strap. (Photo courtesy of the Patton Museum) aa ata ech nianlssert hige =

38 STANDARD CATALOG OF U.S. MILITARY VEHICLES

MISIAIC. An extended-bodied ambulance version was
designated the M718.

Numerous accidents occurred after the M151 was
introduced. The military invariably cited “driver error,”
but as the accident reports began to pile up, the Army
knew that there was something inherently wrong with
the handling of the vehicle.

The independent rear suspension used on both the
M151 and MI151AI1 was the source of the problem. In
fiscal 1967 the M151 was reportedly involved in 3,538
accidents that resulted in 104 deaths and 1,858 injuries.
The lack of body roll when turning and a severe oversteer
condition, both of which were characteristics of the rear
“swing-arm” system of suspension, caused many

inattentive drivers to lose control of their vehicles. The
Army introduced t ng courses, training films, DA
circulars, and even insisted that no one drove the M151-
series without a special driver permit endorsement. In
spite of all these efforts, the accidents continued.

M151A2

Eventually, the U.S. military realized that it could
ignore the problem no longer and the rear suspension

The M151A2, like its predecessors, could be fitted with machine
mount, as is the case with this example owned by Bob McFarland. This
vehicle also has a radio installed.

QUARTER-TON TRUCKS

system was totally redesigned. The independent “A”
frame used on the M151 and M151A1 was replaced with
a semi-trailing arm suspension, which minimized the
need for a whole range of extra supply-item parts, while
retaining many of the advantages of the independent
suspension.

The redesigned vehicle was designated M151A2, and
its introduction heralded many other improvements,
including deep-dish steering wheels, larger “composite”

‘@)

The M718 and M718A1 could each carry three litters, one in the angular
lower rack, and one in each of the upper racks. The spare tire was also
relocated to permit installation of the extension.

i e*

The ‘5 51A2 has scooped front fenders and a single-piece windshield. Underneath, there was a much-improved and safer suspension system. (US. Army
photo}

STANDARD CATALOG OF U.S. MILITARY VEHICLES

QUARTER-TON TRUCKS

type marker and tail lights, electric windshield wipers,
and a mechanical (as opposed to the earlier electrical)
fuel pump. The new suspension improved the “feel” of
the vehicle and gave drivers a much better indication of
body-tilt when turning at excessive speed.

The vehicle was now much more stable, but this
brought on new risks. Because of the increased stability,
a driver could become overconfident, and even this new
“safe” version was involved in roll-over accidents, the
results of which were just as devastating as those of the
M151 and MI151A1 models. This new suspension was
incorporated in the recoilless rifle and ambulance
versions as well, which became the M825 and M718A1,
respectively.

Even though the new suspension reduced the
tendency for rollovers, in 1987 a Roll Over Protection
System (ROPS) was introduced that could be added to
the vehicles.

Ford began producing the M151A2 in 1969, but the
next contract was won in 1971 by AM General, which
produced the M151A2 from 1972 through 1985, with a
short production run for foreign sales in 1988. All the
AM General built trucks were produced in South Bend,
Indiana.

The M998 HMMWV “Humvee” replaced the Mutt for
most purposes during the mid and late 1990s, but the
Marine Corps continued to use the M151A2 as the basis
for its Fast Attack Vehicle as late as 2000.

GENERAL DATA

M151A1C
MODEL M151 M825 M718 M718
NET WEIGHT 2,140 Ibs. — — —
GROSS WEIGHT 3,340 Ibs. 4,590 Ibs. 3,680 Ibs. 3,680 Ibs.
MAX TOWED LOAD 2,000 Ibs. 2,000 Ibs. — —
LENGTH 132 143.5 143 143
WIDTH 62.25 76.5 72 71.6
HEIGHT 71 77.2 76.3 76.3
TRACK 53 53 53 53
TIRE SIZE 7.00-16 7.00-16 7.00-16 7.00-16
MAX SPEED 66 mph 5Omph 66mph 66mph
FUEL CAPY 17.3 gal 17.3 gal 17.3 gal 17.3 gal
RANGE 300 mi 275 mi 300 mi 300 mi
ELECTRICAL 24 neg 24 neg 24 neg 24 neg
TRANSMISSION
SPEEDS 4 4 4 4
TRANSFER
SPEEDS 1 1 1 1
TURNING
RADIUS FT 17.9 R, 17.8L 18.5 18.5 18.5

Overall dimensions listed in inches.

Unlike the M170, the M718 series had extensions attached to the rear of
the body to accommodate litters. (Photo courtesy of Ken Whowell)

4Q STANDARD CATALOG OF U.S. MILITARY VEHICLES

ENGINE DATA

ENGINE MAKE/MODEL

Willys MD F-head
NUMBER OF CYLINDERS 4

CUBIC-INCH DISPLACEMENT 141.5
HORSEPOWER 71 @ 3800 rpm
TORQUE 128 Ibs.-ft. @ 1800 rpm
VALUES
6 5 4 3 2 1

M151/M15A1/M151A2 1,000 2,500 3,500 5,500 7,500 11,000
SCARCITY

Scarcity 2

The M151A1 was the next generation of MUTT, and looks very similar to
the M151. (Photo courtesy of the Patton Museum)

The M718 front line ambulance was based on the M151A1 vehicle, while
the M718A1, shown here, was based on the M151A2 vehicle. These
vehicles replaced the M38A1-based M170. (Photo courtesy of AM General)

The M422 was designed for the U.S. Marine Corps to
fill the requirement of a small, lightweight, low profile,
highly maneuverable vehicle. What the Marines got was
a vehicle that did just that, and gave incredible off-road
performance as well.

The Mighty-Mite was developed at Mid-America
Research Corporation by a team that included Harold
Crist, Ralph Turner, Frank McMillan, and Chet
Hemphling. These four men were key to the creation of
the Jeep for American Bantam prior to WWII. An
imported Porsche engine powered the prototypes. The
search for a suitable American built power plant lead to
American Motors, which perfected and produced the
Mighty-Mite (before it owned Jeep) from December 1959
through December 1962. With an aluminum body, and
an aluminum air-cooled 108-cid V-4 engine, the Mighty

Mite weighed just less than | ton.

Two versions of the Mighty Mite were built: the M422
and M422A1. There were fewer of the original M422
vehicles produce (1,250) than the later M422A1 (2,672).
The most apparent differences between the two models
was the 6-in. additional body length of the Al and a

\ rai n
stored M422 owned by

- . bP
This beautifully re: Paul

= ‘ } ¢ 7 Ay

Harless of Adona,
Arkansas, has been outfitted with the exhaust extension and snorkle for
deep-water fording operations. The rear seat backrest has been folded
down in this photo. (Photo courtesy of Evelyn Harless)

QUARTER-TON TRUCKS

different style windshield. The additional length of the Al
was between the front seat and the rear wheel well.
There is an additional reinforcing embossment in this
area, which aids in distinguishing the two models. The
result is that the M422 has a 65-in. wheelbase, and the
M422A1 has a 71-in. wheelbase. Early models used a

a mata 6 * WOME, Thea
The original M422 windshield, as seen here, was very light weight, but also
very fragile. Many M422s were retrofitted with the M422A1 windshield. It is
rare to find one with the intact original style windshield seen here. (Photo
courtesy of Evelyn Harless)

CARC

4 BD

The initial production Mighty-Mite, the M422, was noted for its short length, tight turning radius, and minimal weight. It h
component was designed with optimal weight savings in mind. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

QUARTER-TON TRUCKS

unique, and now hard-to-find, windshield, while later
models used the M38A1 Jeep windshield.

The four-speed transmission was combined with a
two-speed transfer case to shorten the driveline. All
Mighty-Mites had limited-slip differentials front and rear
which, together with their short turning radius and light
weight, gave them such superb off-road performance
that they inspired a popular children’s toy at the time.
The limited-slip differentials, combined with the center of
gravity, allow the Mighty-Mites to be operated normally
with either one of the rear wheels missing. For this
reason, Mighty-Mites were not originally equipped with
spare tires.

ENGINE DATA

MODEL M422 M422A1

WEIGHT NET 1,700 Ibs. 1,700 Ibs. Reif . 25

Wine LOAD bye he ae ey The M422A1 was longer than the original and had an M38A1-style

LENGTH 107 143 windshield. This extra length was added between the rear wheel and the

WIDTH 60.625 61 driver's seat, and can most easily be spotted by the additional embossed

WHEELBASE 65. 85 reinforcing rib in this area. The rear seat backrest on this example is in the

HEIGHT 50.5 64.5 upright position on this beautiful M422A1 owned and restored by Mike
3 I Riefer of Owensville, Missouri. The spare tire was a popular field addition

Uae Be v a one to the original design M422. (Photo courtesy of Mike Riefer)

MAX SPEED 62 mph 62 mph

FUEL CAPY 13 gal 12 gal

RANGE 225 mi 225 mi

ELECTRICAL 24 neg 24 neg

TRANSMISSION

SPEEDS 4 4

TRANSFER

SPEEDS 1 4

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL AV-108-4

NUMBER OF CYLINDERS 4

CUBIC-INCH DISPLACEMENT 107.8

HORSEPOWER 55 @ 3600 rpm
TORQUE 90 Ibs..-ft. @ 2500 rpm
GOVERNED SPEED (rpm) 3600

VALUES
6

5
M422 1,000 2
M422A1 1,000 2
M422 4

200
000 i

Even with the compact size of the air-cooled AMC AV-108 V-4 power plant,
the engine compartment of the Mighty-Mite is cramped. (Photo courtesy

P107;13103 6 Bg of Daryl Bensinger)

M422A1 3

Lys ae 5s on! = __ <= The Spartan instrument panel of the Mighty-Mite featured only a fuel
A popular post-factory addition to the Mighty-Mite was the collapsible gauge, speedometer, and ammeter. In pts of other welght” saving
canvas top, as seen on this M422A1 owned by Ralph Doubek of Wild Rose, | measures, the standard heavy M Series light switch was used on these
Wisconsin. vehicles. (Photo courtesy of Daryl Bensinger)

42 STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALF-TON TRUCKS

G-505 Dodge VC

The Dodge VC series trucks were the direct ancestors
to the 1/2-ton and 3/4-ton WCs and the later M37s.
Known to Dodge by the engineering code T202, they were
produced during 1940 in six different varieties.

The various models and the production quantities of
these six models are listed here. These numbers are from
the Dodge master parts book, and are generally
considered to be accurate, but there may be some
discrepancies due to prototype work:

Model Engine Quantity

VC-1 Command Reconnaissance 2,155

vc-2 Radio 34 Vs - .

VC-3 Closed Cab Pickup 816 , eee : =

VC-4 Closed Cab and Chassis 4 The spare tire of the VC-6 was carried on the passenger's side of the

vc-5 Open Cab Pickup 1,607 vehicle. This truck is missing its brush guard. This restored example, like

VC-6 Carryall 24 ar the VC series Dodges shown here, is owned by Chet Krause of lola,
isconsin.

-—¥ ates’ a.)

The closed-cab pickup, known as the VC-3, was a handsome vehicle,
especially when fitted with the rear canvas.

The VC-6 Carryall is among the scarcest wheeled U.S. military vehicles.
This is the sole known remaining example of the 24 built.

The Command Reconnaissance version, VC-1, was the most common
variant of the VC trucks. This truck is missing its brush guard, but the
brush guards were shipped loose from the factory and could have been
omitted on trucks dolled up a bit for parade use. The windshield could be folded down.

The unusual open cab of the VC-5 is evident here. The driver's
compartment has no sides. This VC-5 still has its brush guard installed.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALF-TON TRUCKS

All of the VC series vehicles were powered by the
Dodge T202 inline six-cylinder engine. A four-speed
transmission was provided, and a single-speed transfer
case provided selective all-wheel drive. Strangely, the
transmission could not be shifted into first or reverse
without first engaging the all-wheel drive. The VC series
trucks had dise-type wheels and a large brush guard
protected the grille and headlights.

The open cab installed on these trucks was not the
same as most military open cabs. Rather, it was more of
a firewall and cowl with a platform floor with bucket
seats behind it.

Like most pre-and early-war trucks, these vehicles
are difficult to find today in restorable condition.

GENERAL DATA
MODEL vce

NET WEIGHT NET 4,275 Ibs.
GROSS WEIGHT 5,220 Ibs.
LENGTH 188
WIDTH 74
HEIGHT 88

TIRE SIZE 7.50-16
MAX SPEED 54 mph
FUEL CAPY 16 gal
ELECTRICAL 6 pos
TRANSMISSION

SPEEDS 4
TRANSFER

SPEEDS 1

Information above is applicable to the VC5.

ENGINE DATA

ENGINE MAKE/MODEL Dodge T-202
NUMBER OF CYLINDERS 6
CUBIC INCH DISPLACEMENT 201.3
HORSEPOWER 79 @ 3000 rpm
VALUES
6 5 4 3 2 1
VC-1Command Recon 1,000 5,000 10,000 20,000 30,000 60,000
VC-2 Radio no reported sales
VC-3 Closed Cab P/U 850 4,000 8,000 17,000 25,000 50,000
VC-4 Cab and chassis _no reported sales
VC-5 Open cab P/U 750 3,500 7,500 16,000 23,500 45,000

VC-6 Carryall No reported sales

" - ed ¥ 5
The rear area of the pickup-bodied trucks was fitted with troop seats.

These troop seats crossed the body rather ran longitudinal to it. The
canvas protected both troops and cargo from the elements.

ANDARD CA’

TALOG OF U.S. MILITARY VEHICLES

SCARCITY

VC-1 Command Recon
VC-2 Radio 5
VC-3 Closed Cab P/U 4
VC-4 Cab and chassis 5
VC-5 Open cab P/U 3
VC-6 Carryall 5

G-505 Dodge WC

The G-505 series of 4x4 trucks were built by Dodge,
and represented quite an improvement over the previous
VC series. Rather than the civilian look of the earlier
vehicles, the WCs had a distinctly military appearance
with the grille and brush guard integrated into a single
unit. This brush guard was rounded in the center,
whereas the later 3/4-ton series trucks had a flat brush
guard. The hood, which sloped gently downward toward
the front of the truck, was hinged in the center and
opened from the sides.

Three different six-cylinder Dodge engines were
installed in the vehicles of this series: the T207 217-
cid/85-hp engine, the T211, also 217 cid, and the T215
230-cid/92-hp engine. Regardless of the engine
installed, the transmission was a four-speed unit, while
the transfer case was single speed. The half-ton trucks
were not equipped with combat wheels.

The model number of each vehicle changed with the
power plant installed. Unique vehicle model numbers
were assigned to winch-equipped vehicles.

WC-1, WC-5, WC-12, WC-14, WC-40.

These series of vehicles were all essentially pickups
with closed cabs and express-type bodies.

The various models of closed-cab pickups, their
power plants, production quantities, and details are as
follows:

Model Engine Quantity Details

WC-1 T207 2573 Express body longitudinal seats
WC-5 T207 60 Express body less seats
WC-12 F211 6046 Pickups and one less bed
WC-1 T211 268 Pickup

WC-40 T215 275 Pickup

The WC-3 and WC-4 vehicles introduced the open cab to the G-505 WC
series of vehicles. The WC-4 shown here was equipped with a PTO-driven
front winch, which the WC-3 lacked. This vehicle has been equipped with
a flexible machine gun mount. This beautifully restored WC-4 is owned by
John Bizal, who is shown driving it.

HALF-TON TRUCKS

WC-21, WC-22 wes T28r 7808 Express body with
These were basically the same vehicles as those transverse seats
listed above, but with open cabs. The various models of Wet Ueor, aubes pact ea SaNSveres
open-cab pickups, their power plants, production wc-13 T211 3,019 Pickup
quantities, and details are as follows: WC-21 T215 7,400 Pickup

WC-22 T215 1,900 Pickup with winch

7) fa hi,
The WC-23 used the same body as the previous models, which was built ~ . ent 4 -_ at rid
by Budd, but now was powered by the larger T-215 engine. Unlike most This WC-13 has had its windshield glass removed to protect the driver
military vehicles, the seats of the command cars were covered in leather. from glass fragments in the event of damage, as well as to prevent the
The spare tire was located so that it did not interfere with entry or exit glare from giving away the vehicle's location. It was photographed during
from the vehicle. This restored example is owned by Ralph Doubek. maneuvers at Ft. Benning, Georgia. (National Archives and Records
Administration photo)

The first series of Command and Reconnaissance cars to enter production was the WC-6. This vehicle, registration number 206765, was
photographed with all canvas in place. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICL' 45

HALF-TON TRUCKS

% tions

When the winch-equipped open-cab pickup had its engine upgraded it
was designated WC-12. Shown on the driver’s side are the pioneer tool
rack and liquid container carriers. Neither of these were installed at the
factory, but rather were refitted Army-wide. This restored example is
owned by Ralph Doubek of Wild Rose, Wisconsin.

WC-20 and WC-41 Cab and Chassis

These vehicles were furnished as chassis and closed-
cab units without beds. Most of these trucks were
equipped with dual rear wheels and had service bodies
mounted on them for use as emergency repair trucks.
Thirty of the T211-powered WC-20s were built, and 306
of the T215-powered WC-41s were constructed.

WC-10, WC-17 and WC-26 Carryall

These vehicles were known as “carryalls.” They have
a totally enclosed passenger’s compartment with
windows in the sides and rear. In addition to the driver
and co-driver’s seats, there were two bench seats in the
rear of the vehicle. At the rear of the truck was a two-
piece tailgate, the top half opening upward, the lower
half folding down to the horizontal position. A spare tire
was carried on the right running board. Due to metal

¥,

Shown here with the stowage compartments closed is one of the 370 WC-
43s built, all in 1942. The service bed is well sized to the 1/2-ton chassis,
making these handsome vehicles. (Photo courtesy of the Patton Museum)

Initially the new series of half-ton trucks was equipped with closed cabs as

makes it difficult to establish specific model numbers without consulting the data plate, registration number, or looking unde!
number of W-26001 identifies this truck as a WC-1. (Photo courtesy of the Patton Museum} / ty aie Goose registiaten

STANDARD CATALOG OF U.S. MILITARY VEHICLES

seen in this example. The variety of engines installed in the half-ton Dod jes

The WC-10, WC-17, and WC-26 Carryall models all look alike, again
differing only in engine. The Carryalis provided comfortable, enclosed
transportation to personnel in all types of weather. (National Archives and
Records Administration photo)
fabricating limitations of the time, the central portion of
the roof is canvas-covered wood.

The WC-10, WC-17, and WC-26 were powered by the
1207, T211, and T215 engines, respectively. There were
1,643 WC-10s, 274 WC-17s and 2,900 WC-26s built.

WC-11, WC-19, WC-42 Panel Truck

These vehicles look very much like the carryall, but
without the windows in the sides of the rear area.
However, they were intended to transport cargo or, in the
case of the WC42, communications equipment, so they
do not have seats in the rear compartment. Instead of
the tailgate arrangement used on the carryall, the rear
doors of the panel truck open to the left and right. The
WC-42 was powered by the T215 engine. There were
more carryalls built than panel trucks. Only 642 WC-11,
103 WC-19, and 650 WC-42s built.

The

HALF-TON TRUCKS

roo e “
: = a Tne aes
's registration number is just eleven digits away from that of

This Wi
the truck below. None of the earryels or panel trucks were equipped with
winches. (National Archives and Records Administration photo)

lwC-6, WC-7, WC-8, WC-15, WC-16, WC-23, WC-24,
WC-25 Command Reconnaissance and Radio Cars

The WC-6, WC-7, WC-15, WC-23 and WC-24 were
Command Reconnaissance Cars. The unique body of
these vehicles was designed to permit ease of entry and
exit by its passengers, who were usually officers. There
was a folding table and map holder mounted on the back
of the front seat for use by the rear passengers. An easily

panel trucks, such as this WC-11, were very similar in appearance to the Carryalls, but lacked the side windows in the rear, and the tailgate was

completely different as well. The indentation just behind the door is normally covered by the spare tire. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALF-TON TRUCKS

This is another WC-9. Notice the spotlight mounted on the cowl near the
driver's door. The vent windows are mounted in the doors — a feature
unique to ambulances. (Photo courtesy of the Patton Museum)

removable canvas top and doors were provided for
protection from the elements. The spare tire was
mounted on the outside of the center of the vehicle on
the driver's side. The WC-7 and WC-24 had PTO-driven
front mounted winches.

The similar-appearing WC-8, WC-16, and WC-25
were officially designated Radio Cars. These vehicles had
a large 12-volt battery box mounted on the right side of
the body, which interrupted the running board with an

The WC-9 ambulance was built to provide battlefield evacuation of wounded and injured

antenna mounted above it, and radio equipment inside
the vehicle. None of the Radio Cars had winches.

The hazard of the special design of the Command
and Radio Cars is that they were easily singled out as
targets by opposing forces, a factor that eventually
contributed to their elimination.

Model Engine Quantity
WC-6 1207 9,365
WC-7 1207 1,438
WC-15 T211 3,980
WC-23 T215 2,637
WC-24 7215 1,412

WC-9, WC-18, WC-27 Ambulance

These trucks had the longest wheelbase in the G-505
series, and a different suspension to provide a smoother
ride for the injured personnel. The box-like, totally
enclosed, all-steel rear body was insulated and heated
and the truck could transport four stretcher patients, or
six ambulatory ones. A folding step at the rear of the
vehicle assisted passengers in getting inside. Unlike
most military ambulances, there was no_ partition
separating the driver's compartment from the patient
area.

Engines for the WC-9, WC-18, and WC-27
ambulances were the T207, T211, and T215, and the
production numbers were 2,288, 1,555, and 2,579,
respectively.

: —~
g < ‘ Wien
soldiers. Notice the tires do not have the traditional military

pattern. The folding rear step is characteristic of military ambulances. (Photo courtesy of Bryce Sunderlin collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

WC-43 Telephone/Maintenance Truck

These trucks had a utility body that carried a wide
variety of telephone linemen’s tools for line repair and
installation. Army Signal Corps units used these trucks.
Only 370 were built, and none had winches.

Among the hardest to find of the half-ton Dodge's are these WC-43
Telephone Maintenance trucks. The cable reel on the roof of the bed is not
part of the truck itself, but is part of the equipment used with it. (Photo
courtesy of the Patton Museum)

GENERAL DATA

MODEL WC6/8/15/16/23/25 wersi2ra2oao/s1 —WC3/4/13/21/22
NET WEIGHT 4,975 Ibs. 4,640 Ibs. 4,400 Ibs.
GROSS WEIGHT 6,275 Ibs. 5,940 Ibs. 5,740 Ibs
LENGTH 179 191 191
WIDTH* 75 75 1S
HEIGHT 83 83 83
TRACK 59.375 59.375 59.375
TIRE SIZE 7.50-16 7.50-16 7.50-16
MAX SPEED 54 mph 54 mph 54 mph
FUEL CAPY 25 gal 30 gal 30 gal
RANGE 300 mi 240 mi 240 mi
ELECTRICAL 6 or 12 neg 6 neg 6 neg
TRANSMISSION

SPEEDS 4 4 4
TRANSFER

SPEEDS 1 1 1
Overall dimensions listed in inches.

MODEL WC10/17/26 WC11/19/42

NET WEIGHT 4,850 Ibs. 4,470 Ibs.

GROSS WEIGHT __ 6,150 Ibs. 5,470 Ibs.
LENGTH179 191 Ibs. 191 Ibs.

WIDTH* 7 75

HEIGHT 83 83

TRACK 59.375 59.375

TIRE SIZE 7.50 x 16 7.50 x 16

MAX SPEED 54 mph 54

FUEL CAPY 30 gal 30

RANGE** 240 240

ELECTRICAL 6 neg. 12 neg.
TRANSMISSION

SPEEDS os 4

TRANSFER

SPEEDS 1 1

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Dodge T-215

NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 230.2

HORSEPOWER 92 @3200 rpm
GOVERNED SPEED (rpm) 3200 rpm

STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALF-TON TRUCKS

Values 6 5 4 3 2 1

Open cab pickup 2,750 4,500 7,000 10,000 15,000 18,000
Closed cab pickup2,750 4,500 7,000 10,000 15,000 18,000
Carryall 2,500 4,500 7,000 12,000 17,000 19,000
Panel 3,000 4,500 8,000 12,000 16,000 18,500
Command 3,750 5,000 8,000 13,000 17,000 20,000
Telephone no reported sales

Ambulance 3,000 5,000 9,000 11,000 16,000 19,000

Emergency repair no reported sales

SCARCITY

Open cab pickup
Closed cab pickup
Carryall

Panel

Command
Telephone
Ambulance
Emergency repair

ANAWLONN

When the Marine Corps began shopping for trucks in
1940, they found that most of the “Big 3” automakers’
production capacity had already been committed to the
U.S. Army. The Army’s vehicular requirements were so
large that there was little chance of any of the vehicles
would be available to the Corps for quite some time.

The Marine Corps turned to International Harvester,
the nation’s No. 4 truck builder, whose facilities were
largely available.

IH designed tactical trucks for the Marines in four
weight classes: 1/2 ton, 1 ton, 1 1/2 ton, and 2 1/2 ton.
All were 4x4 except for the 2 1/2 ton, which was a 6x6.
IH assigned model numbers M-1-4, M-2-4, M-3-4, and
M-5-6 to these vehicles.

International assigned the prefix M for military to the
model numbers. The first digit is the truck's off-road
rating in units of 1,000 lbs., and the last digit is the
number of driven wheels.

The M-1-4, discussed here was the 1/2-ton member
of the family, and is now quiet hard to find. Production
totaled only 1,123 vehicles. All these trucks were of
open-cab design, with provision for a canvas top only.
There was no provision for sides or doors. International
Harvester assigned specific model numbers M-1-4 (214)
and (237) to these trucks.

The first order was for 57 plain cargo trucks, four
with cargo bodies and radio shielding, and nine
ambulances. All of these trucks were built and delivered
in 1941.

Subsequent production was of a slightly improved
model, designated M-1-4 (237) by IH. These vehicles can
be broken down as follows: 97 straight cargo trucks, 78
cargo trucks equipped with radio shielding, 393
ambulances, and 490 ambulances with radio shielding.
The U.S. Navy Medical Department used the ambulance
models throughout the war, but combat units soon
phased out the M-1-4 in favor of the higher-capacity M-
2-4.

Even though the Marine Corps initiated production,
in August 1942 the U.S. Army Ordnance Department
centralized all truck production control, so many of these

HALF-TON TRUCKS

U:-S'N-
ILE BASE HOSPITALS
USN N?14403
M+1-4-555
\ ec

While the cargo trucks did not have a oa ths in forward areas, the abundant ambulance variants did. This truck has a Geneva Cross on the top of its
canvas bed cover. (Photo courtesy of the Military History Institute)

; WM

<W HOSPITAL’N ~~
2 af - ’

Ambulance versions of the M-1-4 had canvas-covered collapsible bodies built by Boyertown. They more closely resembled cargo trucks than they did
ambulances. (Photo courtesy of the Military History Institute)

50 STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALF-TON TRUCKS

The IH M-1-4 cargo truck normally had an open cab. Ambulance versions were built with bodies by Boyertown, but they more closely resembled cargo
trucks than they did ambulances. (Photo courtesy of the Patton Museum).

truck show the Ordnance Department as the procuring
agency.

GENERAL DATA

MODEL M-1-4 The M274 Truck, Platform, Utility, 1/2-Ton is more
a my Ibs. commonly known as the “Mechanical Mule.” Four
WIDTH 77 different companies produced six different varieties of
HEIGHT 80 M274 between 1956 and 1970. All M274 vehicles are
WHEELBASE 113 fe ; ites

TIRE SIZE 7.50-16 our-wheel drive and the first five varieties could be
RANGE 260 mi driver selected to be regular two-wheel steer or put into
Pearce 6 neg a four-wheel steer mode. Despite their small size and
RANSMISSION ‘ 5
SPEEDS 4 odd appearance, the M274 had twice the cargo-hauling
| Sones n ability of a Jeep. However, the top speed of the Mule was

only about 15 mph.

Seep teniensionsiated tn inches. Two different versions of air-cooled engines, both

ENGINE DATA rear-mounted, were used over the years to power the
ENGINE MAKE/MODEL 1H GRD-214B IH GRD-233C aie :
NUMBER OF CYLINDERS 6 6
CUBIC-INCH DISPLACEMENT 214 233
HORSEPOWER 85 @ 3400 rpm 93 @ 3400 rpm
VALUES
6 5 4 3 2 1
M-1-4 1,700 3,500 5,500 7,000 10,000 14,000
107-1510) Bg
Scarcity 4+

- & >. bo 4m, ~
Here a Mule has been wrapped in the cargo canvas of a 2 1/2-ton truck to
make an expedient boat for river crossing. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 5]

HALF-TON TRUCKS

Mules. The engines were pull started on the first five
models with a rope. The first two models (M274 and
M274A]1) used the Willys AO4-53 four-cylinder engine.
All subsequent models used the A042 Military Standard
engine 2-cylinder engine, which on the final version, the
M274A5, was finally equipped with an electric start. The
retrofitting of AO-42 engines into earlier M274 and
M274A1 vehicles created the M274A3 and the M274A4,
respectively.

The Army and Marines used a lot of these in

Many consider the M274AS5 the ultimate Mule. This one is mounting a
TOW missile launcher. (Photo courtesy of the Patton Museum)

se z
The height of the steering column in the Mule made it within easy reach of

manner, allowing the driver's seat to be stowed and cargo placed in its position. (U.S. Army photo)

52 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Vietnam. The first five versions were made of
magnesium, the last type (M274A5) was made of
aluminum. Some of these mules had recoilless rifles
mounted on them, and some M274A5s had TOW (Tube
launched, Optically tracked, Wire guided) anti-tank
missiles mounted on them, but most were used just to
haul supplies and soldiers.

An unusual feature was the basket for the driver’s
feet and the movable steering column. If you had a lot of
cargo to haul, the steering column could swing up and
the driver then walked behind it and steered while
driving in reverse, letting the space where the driver
would normally sit be used for cargo. If the driver
thought there was a danger of him being seen or shot,
the steering column could be swung further down so that
the driver could crawl along behind it. The speed and
gear controls were located so that the driver could easily
reach them regardless of the configuration.

The most unique quality of these vehicles was their
ability to be operated normally with a right front tire
missing.

Willys began the work on what was to become the
Mule during WWII, and was the contractor for the first
production models. Later manufacturers included
Bowen-McLaughlin-York. Baifield Industries and the
defense division (now General Dynamics Armament and
Technical Products) of bowling equipment and
recreational products giant Brunswick Corp. produced
the final two versions.

<3 eS}

a soldier walking. It could be swung forward and driven in reverse in that

HALF-TON TRUCKS

§ ey ee fan ee M haat he nee sere “ta oon » LPS ee
Pur ee Sia Cae Ree ORR ala Reatiahl-. Tha ool ‘>

STANDARD CATALOG OF U.S. MILITARY VEHICLES 5 ¢

A U.S. Army Mule being refueled en route on the road in Vietnam. (U.S. Army photo)

Although they looked small, the M274 family of vehicles had twice the
cargo capacity of a Jeep. The M274 and M274A1 were powered by Willys
A04-53 four-cylinder engine. (Photo courtesy of the Patton Museum)

GENERAL DATA

MODEL M274 M274A1
NET WEIGHT 795 Ibs. 900 Ibs.
GROSS WEIGHT 1970 Ibs. 2075 Ibs.
LENGTH 118.25 119.21
WHEELBASE 57 57
WIDTH 49.75 49.75
HEIGHT 49.5 49.5
TRACK* 40.5 40.5
TIRE SIZE 7.50-10 7.50-10
MAX SPEED 25 mph 25 mph
FUEL CAPY 8 gal 8 gal
RANGE 107.5 107.5

STANDARD CATALOG OF U.S. MILITARY VEHICLES

M274A2
900 Ibs.
2075 Ibs.
118.25
57
49.75
49.5
40.5
7.50-10
25 mph
8 gal
107.5

TRANSMISSION

SPEEDS 3 3 3
TRANSFER

SPEEDS 2 2 22
TURNING

RADIUS FT 10 10 9-2 R, 9-10L
MODEL M274A3_ M274A4 M274A5
NET WEIGHT _ 970 Ibs. =
GROSS WEIGHT . _ 1970 Ibs. 9 —
LENGTH 118.25 119.21 118.25
WHEELBASE 57 57 57
WIDTH 49.75 49.75 49.75
HEIGHT 49.5 49.5 49.5
WIDTH

TRACK* 40.5 40.5 40.5
TIRE SIZE 7.50-10 7.50-10 7.50-10
MAX SPEED 25 mph 25 mph 25 mph
FUEL CAPY 8 gal 8 gal 8 gal
RANGE 107.5 107.5 107.5
TRANSMISSION
SPEEDS 3 3 3
TRANSFER
SPEEDS 2 2 2
TURNING

RADIUS FT 10 10 10
Overall dimensions listed in inches.

ENGINE DATA.
ENGINE MAKE/MODEL Willys AO-4-53
NUMBER OF CYLINDERS 4
CUBIC INCH DISPLACEMENT 53.5 42.4
HORSEPOWER 16 @ 3200 rpm
TORQUE 30 @ 2100 rpm
GOVERNED SPEED (rpm) 4200 3600

MIL STD A042
2

13.5 @ 3000 rpm
26 @ 2300 rpm

3/4-TON

The 3/4-ton Dodge is probably second only to Jeeps
in popularity with collectors of World War II military
vehicles. There were a variety of trucks in this series —
cargo trucks, ambulances, command cars, even anti-
tank weapons.

This series had its roots in the earlier Dodge 1/2-ton
G-505 trucks which, while nice, left the military wanting
for something more.

The “more” was to be delivered starting in 1942 with
these 3/4-ton trucks, which had the Dodge engineering
symbol T214. The G-502 series was standardized by
OCM item 19107.

In late 1942, the axle differentials were changed from
a two-pinion type to a four-pinion type. At about the
same time, the radiator and shroud assembly used on
the G-507 1 1/2-ton Dodges were adopted for use on
these trucks as well, to reduce parts stockage and
improve cooling. In March 1943, the ring gear size
increased from 8 3/4 in. to 9 5/8 in., and a month later
the liquid containers were added.

In mid-1943 the Zenith carburetor was replaced with
a Carter. This change occurred between serial numbers

STANDARD CATALOG OF U.S. MILITARY VEHICLES

3/4-TON TRUCKS

TRUCKS

81668308 through 81674100 and again at serial
number 81675080. In July 1944, the auxiliary fuel filter
in the engine compartment was replaced with a sintered
in-tank filter.

WC-51, WC-52 Cargo Truck

These cargo trucks were all built on a 98-in.-
wheelbase chassis. The WC-52 vehicles were equipped

The wide stance of these trucks is apparent in this overhead view. The
later M-37 series trucks were narrower for greater mobility. Also visible in
this photo is the wood plank floor used in both the cargo and carryall
versions of the 3/4-ton Dodges. (U. S. Army photo)

This February 1944 photo shows the typical 3/4-ton Dodge WC-51 vehicles were wi used during and after World War Il by the U.S. and
other Allied nations. Notice the awkward location of the spare tire. (U.S. Army photo) oom % os

3/4-TON TRUCKS

with the Braden MU-2 winch. Rather than using frame
extensions, as was the case with the postwar M37, the
WC series did this by using a longer frame. Thus, the
only right way to add a winch to a non-winch vehicle is
to replace the entire frame — a job not for the faint of
heart.

In May of 1943, a number of minor changes were

This photo was taken at the Studebake:

as is the large one-piece canvas that covers both the driver’s and cargo compartment. (U.

pan et

5G STANDARD CATALOG OF U.S. MILITARY VEHICLES

made, including lower sides for the bucket seats, which
made it easier to get in and out of the truck, as well as
providing a means of retaining the troop seat backs
without the top bows being fitted. At the same time, the
front springs were redesigned to reduce breakage, even
though only two months earlier an additional leaf had
been added to the front springs for the same reason.

NE PO,

ids in January 1944, and shows the spice Dodge WC-52. The Braden PTO-driven winch is visible,

Army photo)

This profile view illustrates just how difficult it was for the driver to exit on the left side the vehicle. Al ti 1
characteristic of the 3/4-ton models as compared to the earlier 1/2-ton Dodges. (U. S. Army photo) pre ieA i Blllebe nba hl hy

3/4-TON TRUCKS

OfD
1679 9A

The carryall and ambulance trucks had a different hood and cowl than the cargo trucks, which provided a sloping profile. This early WC-53 was
photographed in 1942 at the Holabird Quartermaster Motor Base. (National Archives and Records Administration photo)

72/4 4-279
CARRY Adz

WC-53 carryall had a fully enclosed body, although the center of the body roof was canvas-covered masonite, rather than steel. This early carryall,

in April 1942, the small fuel filler characteristic of the early trucks in the G-502 series. These were later replaced by the larger filler,

allowed easier refueling with the lon fuel cans. The brackets for carrying these cans became a standard feature on these trucks in April 1943.
photo was probably taken in the ing phase. (U. S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 57

3/4-TON TRUCKS

In August of 1943, a more noticeable change was
made, when the left front compartment was eliminated,
shortening the left side of the bed. This was another
effort to make it easier for the driver to get out in spite of
the spare tire mounted in the opening. Two months later,
the winch wire rope was increased from 3/8 in. to 7/16
in., and a shear-pin change brought the winch capacity
up from 5,000 Ibs. to 7,500 Ibs.

WC-53 Carryall

This truck was intended to provide enclosed
transportation to personnel. Although it was totally
enclosed, the roof was not solid steel. A large center
panel of the roof was made of canvas covered masonite.
This was not done to provide a sunroof, but rather due
to manufacturing constraints of the time.

Production of these trucks ended in April, 1943, after
a total output of 8,400 units. The windows in the doors
of these trucks were one piece, as opposed to the two-
piece glass used on the WC-54 ambulance.

The WC-53 Special, Field Limousine shown in some
books did not actually reach the production stage, with
only two prototypes being constructed. Their registration
numbers were USA 2092777 and 2092778.

WC-54 Ambulance

This truck more closely resembles its 1/2-ton
predecessors than the rest of the series. Production
ended in April 1944. Unlike the carryall and radio
trucks, the door windows of these trucks have a two-
piece arrangement, including the main window and a
vent window.

julance built on the G-502 chassis, and it became familiar to many wounded Gls. Notice the vent glass ‘in the door, which

is not present in the similar door fitted to the carryall. Often the two doors 'S were intercha’
SF ADIEneeT (US: Reet arash type: inged, but the vented window is only truly correct on the

The WC-54 was the initial am!

STANDARD CATALOG OF U.S. MILITARY VEHICLES

In August 1942, the litter bracket was redesigned to
better clear the spare tire housing, which is recessed into
the driver's side of the ambulance body. Sometime in mid
to late 1943, the fuel filler neck was enlarged to allow
fueling from 5-gallon “Jerry” cans, which necessitated
slight changes to the left rear part of the body sheet
metal.

This interior view of Bruce Gray's restored WC-54 shows the folding seats
provided on each wall for ambulatory patients, as well as the upper
(hanging) and lower (floor-mounted) litter racks.

ASS aa te

ice Eon

ror

3/4-TON TRUCKS

This is a production version of the M6/WC-55. After the M6 was declared
obsolete, most of these trucks were converted into WC-52 cargo trucks.
When found today this is evidenced by restamped data plates, and often
crudely welded-up holes where the various tools, boxes, and racks had
been attached. (Photo courtesy of the Patton Museum)

Gveral width. The turn signele on thie truck were added by the owner,
sruce Gray. A truly rare vehicle today, the WC-55 trucks when
delivered looked very much like a WC-52 with a 37mm
M-3A1 field piece stuck in the back, but in fact there
were several differences. Among these was its own G-
number: G-121. From April 1942 until October 1942,
5,380 of these trucks were built.
These vehicles were intended from the outset to be
an intermediate weapon, until better tank destroyers

~ ’ ‘ :
May 1942 Aberdeen jun. Although this truck
of the

This Proving Ground photo shows a pilot model of the heavily armed WC-55, also known as the M6 antitank 9

lacks some unique characteristics of the production models of the W |, it does show some changes in the basic vehicle. By comparing this
vehicle with the WC-51, it is evident how the bed was shortened in August 1943. A storage compartment in the left front of the cargo bed, present on
this vehicle, was eliminated, providing more room between the spate and the bed for the driver to exit. Notice how much space there is between the
the bed and the canvas tie-down hook, compared to the WC-51. Also notice how the shape of the front seats changed as well. This change came
1943. (National Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 59

3/4-TON TRUCKS

could be designed. Once the M8 light armored car was
available, the anti-tank guns were removed, and the
trucks became cargo trucks. Often times the data plate
was even overstamped or replaced with one reading WC-
52, and a new registration number was assigned.
Usually, the mounting holes for the special gear were
welded up during the conversion to the WC-52 type.

WC-56, WC-57 Command and Reconn Cars

The style of these vehicles have made them very
sought after by collectors and movie producers. It seems
anyone with any importance in a war movie must ride in
one of these trucks, probably because the open top
allows the star to be seen, and the dual bench seat
creates a chauffeur-driven look. The WC-56 did not have
a winch, while the WC-57 used the same MU-2 as the
WC-52 cargo trucks. Production of these trucks was
discontinued in April 1944.

WC-58 Radio Truck

The WC-58 was essentially a WC-56 provided with a
full suite of radio equipment in the back seat and a new
data plate. Only 2,344 of these were built, making them
the scarcest Dodge 3/4-ton command-type vehicles.

WC-59 Telephone Maintenance Truck

Only 607 if these unusual trucks were built,
primarily for Signal Corps use. As the name suggests,
their job was to help maintain telephone networks. All of
these were produced in 1943.

WC-60 Emergency Repair Chassis, M2

The WC-60 chassis was the basis for the M2
Emergency Repair Truck, with the beds_ being installed
by another contractor. These trucks were equivelent to
what would later be known as contact maintenance
trucks, and wereequipped with an open-topped service-
type bed with numerous stowage bins. Its bed resembles,
but is not identical to, theWC-61 bed. It is believed that
less than 300 of these trucks were built.

WC-61 Light Maintenance Truck

This truck was a revision of the WC-59 maintenance
truck body, which now featured a full-width utility body.

7-2 E827
COMMAND CAR

The WC-56 was provided with a convertible top, and could be operated
without any top, with just the top in place, or totally enclosed. (National
Archives and Records Administration photo)

GO STANDARD CATALOG OF U.S. MILITARY VEHICLES

RA PD 347116

The WC-61 was intended to provide Signal Corps crews with a vehicle and
equipment for repair of telephone lines. It is among the rarest of the 3/4-
ton Dodge vehicles.

When the command car was equipped with a winch, it was known as a
WC-57. Unlike later M series vehicles, which had extensions bolted to the
frame to mount the winch on, the frames themselves were different on
WCs, making it almost impossible for the restorer to add a winch to a
vehicle not so equipped from the factory. (National Archives and Records
Administration photo)

The WC-64 was developed in part because of the amount of shipping
space taken up by the large, box-like body of the WC-54. Known as the
“knock-down” ambulance, it was shipped overseas with the patient
compartment disassembled. Once assembled, it was not intended to be
disassembled again. The comparatively fragile construction of these make

them much harder to find today than the WC-54s.

WC-64 Knock Down Ambulance

These trucks were built from January 1945 until
August of the same year, with a production total of
3,500. This design came about as a result of trying to
lower the shipping volume of the WC-54 Ambulance. The
WC-64 could be shipped “knocked down,” or partially
disassembled, in considerably less space than the solid-
bodied WC-54. Contrary to rumor, these trucks were not
meant to be disassembled once they were put together at
their destination. These vehicles had a 121-in.
wheelbase like the WC-54, but the Knock Down frame
was reinforced, probably to compensate for the lack of
body strength.

The front end differed from the other trucks of this
series by having a different cowl vent, a hot water
personnel heater, and a spotlight on the left ahead of the
driver's door. The canvas top over the cab was not readily
removable. The Knock Downs were supplied with canvas
doors with plastic windows, which could be stored in a
canvas pocket on the cab top when not in use.

The lower part of the rear body was factory installed
on the chassis, while the upper part was shipped boxed

3/4-TON TRUCKS

for field installation. The lower body had benches over
the wheels, which were padded and could be used as
seats by ambulatory patients. Alternately, they could
serve as litter racks for the more seriously wounded.
Under seat storage boxes were provided on both sides
fore and aft of the wheel wells. Like the other trucks in
this series, the floor of the bed was made of hardwood.
The upper, or knock down, portion of the box was steel-
sheathed wood construction, the inside surfaces being
insulated with cardboard.

There were two hinged litter racks provided in the
upper section of the body, which could be sloped to the
rear to aid in loading and unloading stretcher patients,
or hinged downward to accommodate patients seated on
the lower benches.

The rear body had three ventilation blowers, two
ceiling lights, a hot-water personnel heater, three rear
doors, and a front emergency door. Access was aided
with a folding rear-mounted step. There were roll-down
windows in the front emergency door, as well as the
lockable center rear door.

This May 1942 Holabird Quartermaster Motor Base photo shows what many consider the most desirable of the G-502 series: the command car. With two
bench seats, easy entrance and exit (except for the driver), and great visibility, it is ideal for parades. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

3/4-TON TRUCKS
GENERAL DATA

MODEL WC51/52 WC53 WwC54
NET WEIGHT 5,645 Ibs. 5,750 Ibs. 5,920 Ibs.
GROSS WEIGHT 7,445 Ibs. 7,550 7,720 Ibs.
MAX TOWED LOAD 4,000 Ibs. N/A 4,000 Ibs.
LENGTH 167 185.75 194.5
WIDTH 82.75 78.75 77.75
HEIGHT 85.5 80 7/32 90.375
WIDTH* 54.125/75.375 54.125/75.375 54.125/75.375
TRACK 64.75 64.75 64.75
TIRE SIZE 9.00-16 9.00-16 9.00-16
MAX SPEED. 54 mph 54 mph 54 mph
FUEL CAPY 30 gal 30 gal 30 gal
RANGE 240 mi 240 mi 240 mi
ELECTRICAL 6 or 12 neg. 12 neg. 6 neg
TRANSMISSION

SPEEDS 4 4 4
TRANSFER

SPEEDS 1 1 1
TURNING

RADIUS FT 22 25 26
MODEL WCcé4 WC56/57/58

NET WEIGHT 7,000 Ibs. 5,375 Ibs.

GROSS WEIGHT 8,500 Ibs. 7,175 Ibs.

MAX TOWED LOAD 4,000 Ibs. 4,000 Ibs.

LENGTH 192.625 166

WIDTH 84 78.75

HEIGHT 99.375 81.5

WIDTH" 54.125/75.375 54.125/75.375

TRACK 64.75 64.75

TIRE SIZE 9.00-16 9.00-16

MAX SPEED 54 mph 54 mph

FUEL CAPY 30 gal 30 gal

RANGE 240 mi 240 mi

ELECTRICAL 6 neg. 12 neg.
TRANSMISSION

SPEEDS 4 4

TRANSFER

SPEEDS 1 1

TURNING

RADIUS FT 25 22

“Inside/outside width at tires.

Weights and dimensions given are for models without winches. For
winch-equipped vehicles, increase weights 295 lbs., and length 9
1/2 in.

ENGINE DATA

ENGINE MAKE/MODEL Dodge T-214
NUMBER OF CYLINDERS 6
CUBIC INCH DISPLACEMENT 230.2
HORSEPOWER 76 @ 3200 rpm
TORQUE 180 Ibs.-ft @ 1200 rpm
GOVERNED SPEED (rpm) 3200
VALUES

6 5 4 3 2 a!
WC-51 1,750 3,250 7,000 10,000 15,000 18,000
WC-52 2,000 3,500 7,500 11,000 16,000 19,000
WC-53 3,000 4,500 8,000 12,000 17,000 19,500
WC-54 3,000 4,500 8,000 12,000 17,000 19,500
WC-55 no reported sales
WC-56 1,700 3,500 8,000 12,000 17,000 19,500
WC-57 2,000 4,000 9,000 13,000 18,000 20,000
WC-58 3,000 4,500 8,000 12,000 17,000 19,500
WC-59 no reported sales
WC-60 no reported sales
WC-61 no reported sales
WC-64 2,000 4,500 9,000 14,000 19,000 21,500
SCARCITY
WC-51 1
WC-52 1
WC-53 2
WC-54 2
WC-55 no reported sales
WC-56 2
WC-57 2
WC-58 4
WC-59 5
WC-60 5
WC-61 5
WC-64 4

STANDARD CATALOG OF U.S. MILITARY VEHICLES

’ Dodge'G-741

With the Dodge G-502 series trucks having been the
standard vehicle in that weight class during WWII, it was
only natural that the military turned to Dodge once
again for a suitable M series replacement. The resultant
vehicle was the G-741 series 3/4-ton Dodge, typified by
the M37 cargo truck.

Improvements over their WWIl-era predecessor
included steel doors with roll-up windows, synchronized
transmission, and the usual M-series improvements of
24-volt sealed electrical system and fording abilities.
They were also slightly narrower and shorter than the
earlier trucks.

A Dodge Model T-245 inline six-cylinder 230.2-cid
engine provided power for these trucks. The clutch was
a Borg and Beck model 11828.

The first production truck was completed in January
1951, and the first series G-741 production ceased in
July 1954. These trucks were so popular and successful,
however, that the tooling was removed from storage and
production of the vehicles, with minor changes, resumed
in February 1958 and continued into 1968. None of
these trucks were produced in 1955-57. These vehicles
were used by the U.S. military through the 1970s.

M37 Cargo Truck

This is one of the most collected postwar military
vehicles. The all-steel cargo bed was equipped with troop
seats, lazy backs, and top bows to support a canvas
cover. The spare tire was carried on the front wall of the
bed, and the passenger-side troop seat had a separate

Like most of the tactical vehicles of the 1950s, the M37 could be equip
with a deep-water fording kit. This winch-equipped M37 was photon obee
at Aberdeen Proving Ground in April 1950 while being tested. It has been
fitted with the intake and exhaust extensions that are the core of the deep-
water fording kit. (National Archives and Records Administration photo)

3/4-TON TRUCKS

acta reper Of”

The quickest way to spot an M37B1 is the “door-mounted” spare tire, as seen in this May 1961 photograph. The spare actually was mounted on a hinged
rack just outside the driver's door. Previous models mounted the spare tire on the inside front wall of the bed. The passenger-side troop seat was

notched to clear it. The other changes characteristics to the B1 vehicles require close examination to spot. (National Archives and Records
Administration photo)

oD,

For extreme cold-weather operation, a fuel-fired heater kit was developed for the M37 as well, as is seen in this December 1952 photograph taken during
testing at Fort Churchill, Canada. The insulated blanket on the hood, as well as the winter front over the radiator, were a part of this kit, whose heart was

the box mounted on the left front fender. For less frigid areas, a hot water-type heater was developed. Although it was shaped differently and lacked the
exhaust pipe of the fuel fired heater, it mounted similarly. (National Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES (&

3/4-TON TRUCKS

The M42 was the replacement to the WWlil-era command cars and
carryalls. It was essentially the same truck as an M37, but the canvas over
the bed area had flexible plastic windows installed. The bed of the truck
was fitted with a step for entry and a map table, among other detail
changes. (Photo courtesy of the Patton Museum)

section to accommodate the spare. The truck has a 112-
in. wheelbase. A 7,500-Ib. capacity Braden LU-4 front-
mounted PTO-driven winch was fitted to some of these
trucks with bolt-on frame extensions.

M37B1 Cargo Truck

The second series G-741 cargo truck was the
M37B1. It is most easily distinguished from the first
series by the spare tire outboard of the driver’s door.
Improvements were also made to the electrical system
and transmission. The Braden LU-4 front mounted,
PTO-driven winch was fitted to some of these trucks as
well.

M42 Command Truck

This truck is very similar to the M37, but the canvas
bed covering had side windows, and the bed was
equipped with a map table. The rear curtain also had

eee <3

The M43 hinged upper litter racks have been folded down to act as a backrest for ambulatory Patients who could sit on the lower litter racks. The door,

which provides passage to the operator’s compartment, is also visible. (National Archives an

G4 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Records Administration photo)

windows and opened in the middle to allow easier
entrance and exit. A boarding ladder was also installed
to ease access to the bed.

M43 & M43B1 Ambulance

This was the ambulance version of the G-741 series.
It was built on a 126-in. wheelbase chassis. Both the
M43 and the M43Bl1 came with the spare mounted
adjacent to the driver's door.

V-41 Telephone Maintenance Truck J

This truck was built on an M56 chassis, and
featured a telephone maintenance and installation body
specified by the Armed Services Electro Standards
Agency, Fort Monmouth, New Jersey. These trucks are
equipped with a 7,500-lb. capacity Braden LU-4 front-
mounted, PTO-driven winch. The spare tire is carried
internally in the open top bed. The bed has a low tailgate
and a center aisle, with four outward-opening storage
compartments on either side. There is a ladder rack
above the bed and a water cooler mounted on the driver's
side. There is a spotlight mounted near the driver's door
to assist in night work.

The Federal Stock Number for the V-41/GT is 2320-
392-3703. Although the V-41/GT was listed in
government manuals as early as February 1952, its
specification, MIL-T-10158B, was last updated on June
30, 1957.

M201 & M201B1

The next of this family of vehicles is the M201, FSN
2320-835-8583. It was appearing in manuals by
January 1954, and appears to be identical to the V-
41/GT.

The M201B1, FSN 2320-630-6801, again essentially
is the same vehicle, incorporating all the improvements
to the chassis associated with the resumption of G-741
contraets in 1957.

The V-41/GT, M201, and M201B1 all have open-
topped beds, which, except for the ladder rack and
cooler, are lower than the windshield top of the chassis
the beds are installed on.

All three of these vehicles were used to provide
telephone system maintenance and cable splicing
services. All of these trucks apparently were equipped
with winches.

The ambulance version of the G-741 family was the M43. Its body, from the
firewall back, was unique, and it was built on the slightly aca M56
chassis. Disregarding completely the lessons of WWII that brought about
the WC-64 “knock-down” ambulance, the M43 returned to metal
construction. All M43 ambulances have the swing-out spare tire carrier,
requiring close examination to differentiate it from the M43B1. (National
Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHIC

3/4-TON TRUCKS

Among the earliest contact maintenance trucks on the G-741 chassis was
this CMU-3 fitted with a steel body made by Dunbar-Kapple. Housed
between the storage compartments of the enclosed bed was a Hobart
PTO-driven welder/generator. (Photo courtesy of Keco Industries)

CMU-3 Contact Maintenance Truck

The first Contact Maintenance member of this family
was the CMU-3. Designed for the Corps of Engineers, the
CMU-3 design was finalized in December of 1959.
Although most documentation shows that these trucks
were built on M56C chassis, the data plates indicate that
at least some of them are built on the M56B1 chassis.
Perhaps data plates reading M56C do not exist. Some of
the M56B1 chassis were built in 1958 under contract
number 018-15711.

Unlike the 6217 and CMU-6, which have aluminum
maintenance beds, the original CMU-3 trucks had an all-
steel bed built by the Davey Compressor Company of
Kent, Ohio, or by Dunbar-Kapple.

Unlike the open-topped M201, the CMU-3 bed is
totally enclosed, and is taller than the truck cab. This
bed housed a combination 7.5-kilowatt generator and
200-amp welder built by Hobart, which was driven off
the truck driveline by way of a four-belt full-torque PTO.
The welder/generator can also be used to slave-start
other vehicles.

The list of on vehicle material carried by these trucks
was extensive (the overloading is no doubt one of the
reasons later trucks had aluminum bodies). In addition
to the large welder/generator, there was an electrically
powered air compressor, oxygen/acetylene torch set, and
a huge variety of mechanic's hand tools carried on board.
These trucks were basically used to provide roadside
assistance to tactical, engineer, and combat vehicles.

CMU-5 Contact Maintenance Truck

This was an updated version of the CMU-3, and is
very similar to the earlier model. The new truck featured
an aluminum service bed, rather than the steel bed used
earlier. It also had doors that enclosed the rear, instead
of the canvas curtain previously used. There were
civilian-type taillights recessed into the rear of the bed in
addition to the standard military taillights, which were
attached to the frame. These trucks have the swing-out
spare tire carrier mounted at the driver's door. These
contact maintenance beds were supplied by Davey Air
Compressor Company.

XM708 3/4-Ton Dump Truck

Another scarce G-741 variant is the XM708 (or El)
dump truck. Like the XM711 wrecker, the XM708 dump

LES 65

3/4-TON TRUCKS

EY ee 5

aaa, DEM ee

loor-type spare tire carrier characteristic of the B1 series vehicles. As can be seen in this
photo, contact maintenance trucks carried an extensive, and heavy, array of tools. Notice the CMU-5 lacks the spotlights of the CMU-3. (Photo courtesy

of Keco Industries)

peta: rs ; 5 =

In this driver's-side view of the CMU-3, the control panel of the welder is
visible. We can also see that the spare tire is not mounted at the driver's
door, unlike the CMU-5. (Photo courtesy Patton Museum)

trucks were built on the M53B1 chassis. There were
three varieties of these built, according to the SC-2300-
IL, July 1969. These were as follows:

— XM708 Dump Truck with Gar Wood GA 2 dump
body, FSN 2320-911-507, acquisition cost $6,202.

—_

The distinctive bodywork of the R-2 is clearly shown here. Never a
common vehicle to begin with, the scrap value of the Oneida-built
aluminum body led their numbers to be further reduced. The distinctive
sloping roof houses a ladder. While the R-2 used the same Braden LU-4
winch as the other winch-equipped trucks in this series, the end of its
cable was fitted with a grapnel, rather than a normal recovery hook. (Photo
courtesy of Richard Adelman collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

— XM708E1 Dump Truck with Hardeman dump
body FSN 2320-911-5078, acquisition cost of $6,202.

— The final version is the XM708 with winch.
Apparently none of the Hardeman-bodied trucks were
winch-equipped, as the Federal Stock Number for these
units, 2320-926-7154, specifies a Gar Wood body.
Despite the addition of a winch, the unit cost was a
surprisingly low $6,150.00.

I suspect, but do not know, that the cost figures
above do not include the M53B1 chassis. Rather, I
suspect that the chassis were government supplied, and
the above costs are just for the dump conversion. This
would explain the lower cost for the winch-equipped
trucks, as they are already equipped with a PTO, which
would have had to be added to the others. Ambrose-
West, Inc., did these conversions to dump trucks, under
contract DAAE07 C-1914.

The XM711 wreckers were built on a special M53B1

SP stine

The XM708 and XM708E1 Dump Trucks were produced in limited numbers
and deployed to Vietnam, which is where this photo was taken. The
chassis for the XM708 was the 3/4-ton M53B1 chassis, which differed from
the normal chassis by bolas equipped with overload, or helper, springs.

The trucks were also the only vehicles in this series to be equipped with
power brakes. (Photo courtesy of the Patton Museum)

XM711 Wrecker

3/4-TON TRUCKS

Probably the scarcest G-741 variant was the XM711 Wrecker. The PTO on
these trucks drove not only the front mounted winch, but also the
recovery equipment in the bed. Like the XM708 dump trucks, the XM711s
were built on the M53B1 chassis, but lacked the power brake system. This
ven is on display at the First Cavalry Division Museum at Fort Hood,
chassis (also used by the XM708 series dump trucks).
These chassis shared the 112-in. wheelbase and
driveline with the M37, but had heavier springs and
“overload,” or helper, springs that came into play when
the trucks were heavily loaded.

While the chassis specifications MS51390A is dated
June 9, 1967, the final update of the XM711
specification, Military Specification MIL-T-62115, is
dated May 13, 1969.

According to Supply Catalog 2300-IL, July 1969, all
of the XM-711 wreckers were equipped with the Braden
LU-4 front winch. The Federal Supply Number for the
truck was 2320-911-5068. The M-53B1 chassis FSN
was 2320-440-8674. The government cost of these was
$6,165.

Unlike the earlier XM142 Bomb Service Truck, which
had an Austin-Western bed with hydraulic crane, the
XM-711s were equipped with beds made by the Ashton
Power Wrecker Equipment Company. The controls were
mounted at the rear of the bed and control the wrecker
operation through a series of linkages, just as Ashton’s
commercial units did.

A unique feature of the XM711, compared to the rest
of the G-741 series trucks, is a Hydro-Vac for power
brakes. It is mounted on the frame near the driver's side
running board. Vacuum for the power assist is taken off
of the forward part of the intake manifold, at a port
intended for a primer nozzle. The 198 or so of these
trucks built each have a payload rating of 3,500 lbs.,
according the XM-711 data plate. This no doubt required
better braking than the standard M37 brake system
provided.

This diminutive fire truck packs a punch as big as its
official title: Truck, Fire, Airplane, Forcible Entry, Type
R-2. With the production total of a mere 308 units, the
R-2 was never the most common of the G-741 vehicles.
Unlike its more common G-741 brother, the M37, the R-
2's specialized body was not very versatile. Because the

STANDARD CATALOG OF U.S. MILITARY VEHICLES

Like the M43 ambulance, the R-2 was built on the long-wheelbase M56
chassis. Here, both types of non-combatants are shown in the service of
the Ohio Air National Guard, poised for action near the flight line. (Photo
courtesy of Richard Adelman collection)

bodies are made of aluminum, the numbers were to be
further reduced by scrapping, until only a handful of
intact examples are now known to exist. The scarcity, as
well as nobility of purpose, of these vehicles certainly
makes them worthy of preservation and restoration. The
few that remain are sought after not only by military
vehicle collectors, but also by collectors of fire apparatus.
The bright red color, reflective markings, and unusual
shape makes the R-2 stand out from the ordinary MV.

The R-2s were built by ACF-Brill under contract
22397 on Dodge-built, government-supplied chassis.
ACF is American Car and Foundry (builder of tanks,
ammunition, etc., in addition to ACF’s main business of
manufacturing railroad cars) and its Brill subsidiary's
main businesses were trolley and bus manufacturing.
Oneida Products (the silversmiths) Canastota Division
built the aluminum bodies of these trucks.

These trucks were designed to be used in

conjunction with Type 0-10 or 0-11 Foam Trucks. The
Foam Trucks were to provide a path to the aircraft
fuselage through the flames, and the R-2 would supply
the tools and equipment to access the aircraft interior
and rescue personnel. The meager 20 gallons of
bromochloromethane extinguishing agent (discharged
not by pumping, but with nitrogen pressurization) would

— ant
The quick opan ing compartments on either side of the R-2 housed an
extensive array of rescue tools. Although equipped with 20 gallons of
extinguishing agent, the R-2 was not a fire truck, but a rescue truck
intended to extract aircrews from downed aircraft. (Photo courtesy of
Richard Adelman collection)

3/4-TON TRUCKS

hardly fight a full-fledged aircraft fire. Rather, it was
intended to merely get the rescuers the last few feet to
the victims.

The R-2 was built on the M56 chassis, which has a
126-in. wheelbase (vs. the 112-in. wheelbase of the
M37). These frames had fish belly reinforcements and
were equipped with heavier springs than the cargo truck.
The chassis for these trucks were produced by Dodge in
1953, under contract number 11939. The government
then provided the chassis (and two batteries each) to
Brill for conversion into the R-2. These conversions were
completed in 1956. Heating, defrosting and other
winterization kits could be field installed if needed. The
data plate for these controls, as well as the warning light
switches, were fitted to all trucks, whether the heater
was installed or not.

At the front of the truck was the standard 7,500-Ib.-
capacity Braden LU-4 PTO-driven winch used on some
M37s, but with a grapnel in place of the standard hook.
The winch is driven via a double-ended PTO on the truck
transmission, the other end of which powers the 230-
volt, 180-cycle, three-phase Homelite chain-driven
generator mounted in the bottom of the rescue bed. This
powered the Mall circular saw, as well as the floodlights
used for rescue operations.

Aside from the sea-foam green paint, the interior of
the cab area differs from the usual M37s in the following
ways:

— The cab doors had a special double-pane insulating
glass.
— The arms that hold the windshield open were different

than those on any other M-series vehicle.

— There were additional instruments mounted on the
cab rear wall to monitor operation of the auxiliary
generator.

The unusual sloping roof contained a model ID-1 11-
to 20-foot foot extension A-frame ladder made by the
Aluminum Ladder Company. The ladder was accessible
by opening the rear doors.

Swinging the rear doors open also exposed axes, pry
bars, and a variety of other “forcible entry” tools stored
on interior surfaces. The open doors also provided access
to two fire extinguishers, a Blackhawk model SB-52
porta-power, floodlight, nitrogen cylinder, and the Mall
circular rescue saw.

A ladder to access the truck roof was mounted
externally on the truck rear, as were both the standard
ordnance-type slave receptacle and Air Force-type slave
receptacle.

The standard Dodge T-245 230.2-cid six-cylinder
engine was equipped with a Pierce Governor Company
GC-3939 governor to aid in generator operation. This
governor was not the same one that is used in the other
G-741 variants, such as the CMU-3 Contact
Maintenance truck.

On each side of the bed were two spring-loaded doors
— one that swung up, the other down. On the driver's
side, the upper compartment contained the
communication system, CB extinguishing system, and
tool cabinet loaded with rescue and entry tools. The
passenger's side compartment opened to reveal even
more tools, including bolt cutters, tin snips, a hose reel,

The Navy also had a G-741-based emergency vehicle, the MB-2 Crash Truck. Based on the M56 chassis, the MB-2 had coachwork built by Fred S. Gichner
Iron Works of Washington, D.C. Of the reported 200 built, it is not known if any survive intact. This example was photographed i - N \
the West Chicago Fire Protection District. (Photo courtesy of Richard ‘Adelman collection) e " graphed Ih post Navy orice St

G8 STANDARD CATALOG OF U.S. MILITARY VEHICLES

and an electrical cable reel.

A Federal Enterprises model 17 24-volt rotating
beacon was mounted on the roof of the truck, and the
driver's side fender held a Federal model XG siren. These
trucks also sported a spotlight on each side of
the cab roof.

The empty weight was 4,600 lIbs., while the ready-to-
work weight was a whopping 7,690 lbs. They were 206
1/4 in. long and 104 13/16 in. tall. These vehicles were
in service with the U.S. Air Force and the Navy by 1956.

M506 Hydrogen Peroxide Se Oy
This very unusual G-741 variant consisted of an M37

Although the M506 resembles a WWII era bomb truck, in fact it was a
hydrogen peroxide servicer for the Redstone missile system.

cargo truck modified by the installation of a monorail
supported by an A-frame, a chainfall supported by the
monorail, a gasoline-fired heating system, and a liquid
nitrogen cooling system. Also mounted were an electric
motor and pump assembly, an outflow tank, and a 50-
power cable. All of this equipment made the Dodge
resemble a WWII-era bomb service truck, although it was
designed to support the modern-for-the-time Redstone
missile system.

MB2 Crash

These were undoubtedly the least handsome trucks
of the G-741 family. Built for the Navy in 1955 by the
Fred S. Gichner Iron Works of Washington, D.C., the
Dodge M56 cab and chassis the MB2s were based on
were barely recognizable. A reported 200 were built, and
it is not known if any still exist.

GENERAL DA’

uck

MODEL M37 m42 M43

NET WEIGHT 5,687 Ibs. 6,050 Ibs. 7,150 Ibs.
GROSS WEIGHT 7.687 Ibs. 7,550 Ibs. 8,550 Ibs.
MAX TOWED LOAD 4,000 Ibs. 4,000 Ibs. NA
LENGTH 184.75 184.75 195.625
WHEELBASE 112 112 126
WIDTH 73.5 73.5 73.5
HEIGHT 89.5 89.75 91.875
WIDTH* 51.25/72.75 51.25/72.75 51.25/72.75
TRACK 62 62 62

TIRE SIZE 9.00-16 9.00-16 9.00-16
MAX SPEED 55 mph 55 mph 55 mph
FUEL CAPY 24 gal 24 gal 24 gal
RANGE 215 mi 215 mi 215 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSMISSION

SPEEDS 4 4 4

STANDARD CATALOG OF U.S. MILITARY VEHICLES

3/4-TON TRUCKS

TRANSFER

SPEEDS 2 2 2
TURNING

RADIUS FT. 25 25 27
MODEL V41/GT-M201 CMU-3
NET WEIGHT 7,150 Ibs. —

GROSS WEIGHT 9,300 Ibs. =

MAX TOWED LOAD 6,000 Ibs.

LENGTH 203.75

WHEELBASE 126 126
WIDTH 73.5 73.5
HEIGHT 92.75 89.5
WIDTH* 51.25/72.75 51.25/72.75
TRACK 62 62

TIRE SIZE 9.00-16 9.00-16
MAX SPEED 55 mph 55 mph
FUEL CAPY 24 gal 24 gal
RANGE 215 mi 215 mi
ELECTRICAL 24 neg 24 neg
TRANSMISSION

SPEEDS 4 4
TRANSFER

SPEEDS 2 2
TURNING

RADIUS FT. 5 25

Overall dimensions listed in inches.

*Inside/outside width at tires.

All information above is for vehicle without winch (where applicable).
For winch-equipped vehicles add 230 lbs. to weights listed, and
increase length 4 5/8 in.

ENGINE DATA

ENGINE MAKE/MODEL Dodge T245

NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 230.2

HORSEPOWER 78 @ 3200 rpm

TORQUE 177 Ibs.-ft. @ 1200 rpm
GOVERNED SPEED (rpm) 3200

VALUES

Model 6 5 4 3 2 1

M37 500 1,500 3,000 4,500 7,000 9,000
M42 600 1,600 3,500 5,500 8,000 10,000
M43 700 1,700 3,500 5,500 8,000 10,000
V41/GT or M201 700 1,700 3,500 6,000 8,500 12,000
CMU-3 1,000 1,900 3,500 6,000 8,500 12,000
R-2 1,000 2,000 4,000 6,750 9,500 16,000
MB-2 no known sales

Note: Winches add $500 to $1,000 to the M37 prices above. All R-2 and CMU
trucks have winches, no M43 trucks have winches.

V41/GT or M201
CMU-3 or -5
R-2

PORNOS

Five XM152 panel trucks were built in 1952, one of which is shown here.
Although the trucks were not procured in series by the U.S. military, the
Canadian military purchased several of the M152CDN, which differed in
details. (Photo courtesy of the Patton Museum)

1-TON TRUCKS

spare tire was mounted on outer right hand side of the
cargo bed. The fuel tank was under the seats, a toolbox
on the left running board, and a one-piece folding

IH Modél M-2-4

The International Harvester M-2-4 truck was a 1-ton
four-wheel-drive WWII vehicle. These vehicles were
supplied to the Navy and Marine Corps. Production of
the 1-ton M-2-4 began in 1941 with an order for 584
cargo trucks. The vast majority of these were open-cab
cargo trucks, but a few were built with closed civilian
“K" cabs with military fenders and hoods. Winches were
furnished on 70 of the 584 trucks. The balance of the
10,450 vehicles were open-cab cargo trucks.

The open-cab M-2-4 trucks had very plain open cabs
similar to those used on Dodge VC series 1/2-ton trucks,
with two bucket seats and no provision for a top or
doors. The majority of the trucks were cargo trucks with
a narrow cargo box that further made them resemble the
WWII Dodge 1/2-ton models. However the rear body was
longer than the Dodge and the truck's simple fenders
were mounted outside of the bed. The M-2-4 trucks were
supplied with top bows, tarpaulins, and troop seats. The

act ALE aia Se Wy Sates O Tg Se ea
The rugged, simple construction of the Internationals made them popular
with the Marine Corps. This example, owned and restored by Joe and
Cheryl Capozzi, is equipped as it would have been when in service. (Photo
courtesy of John Adams-Graf)

This photo of the prototype M-2-4 undergoing tests shows the general layout of these vehicles. Production units varied in details. (Photo courtesy of

the Patton Museum)

7Q STANDARD CATALOG OF U.S. MILITARY VEHICLES

1-TON TRUCKS

windshield protected the crew. Separate brush guard
protected the actual grille and lights during off-road
operation. The radiator cap protruded through a hole in
the right front of the side-opening hood. Power take-off
driven winches were mounted at the front of some
vehicles, and the frames of those trucks were longer than
the none-winch trucks, rather than having extensions
riveted on the ends. The earliest production trucks used
civilian instruments, but those were supplanted in later
production by the standard round military gauges.

GENERAL DATA

MODEL M-2-4
NET WEIGHT 5,820 Ibs.
GROSS 8,020 Ibs.
LENGTH 197
WIDTH 84.5
HEIGHT 89
TRACK 63.5
TIRE SIZE 9.00 x 16
MAX SPEED 45 mph
FUEL CAPY 35 gal
RANGE 260 mi
ELECTRICAL 6
TRANSMISSION

SPEEDS 4
TRANSFER

SPEEDS 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

International GRD-233C
6

233
93 @ 3400 rpm

VALUES

6 5 4 3 2 x
M-2-4 1,700 3,500 5,500 7,000 10,000 14,000

SCARCITY

Scarcity 3+

The protruding, offset radiator cap of the M-2-4 is visible in this photo, as
are the lifting rings and tow hooks. (Photo courtesy of John Adams-Graf)

STANDARD CATALOG OF U.S. MILITARY VEHICLES = ¢

1 1/4-TON TRUCKS

] 1/4-TON TRUCKS

M715 Family

In 1965 the military wanted more all-wheel-drive
medium trucks, but the Dodge G-741s then in use were
getting expensive. The Army hoped to save money by
buying a truck that was closer to being a standard
civilian truck in mass production The result was the G-
890 series of 1 1/4-ton trucks, which included the M715
— an adaptation of the Kaiser-Jeep “Gladiator” pick-up.
The M715 was the first M series tactical vehicle to use
primarily civilian commercial components.

In March of 1966, a contract was awarded to Kaiser
for 20,680 trucks. This contract included M715 cargo
trucks and M725 ambulances. The first trucks rolled of
the assembly line in Toledo during January 1967.
Additional contracts brought the production total to
more than 30,500 M715 series trucks by the time
production ceased in 1969.

The Gladiator tooling was used to create the grille,
fenders, hood, doors, and cab of the M715 family.
Changes to the sheet metal stampings included opening
up the upper part of the cab and doors to accommodate
the military canvas cab top. Also, the front fenders were
cut out to clear the military 9.00-16 tires. The new fold-
down windshield resembled the one used on the M38A1.

meena Wins gan one NR tear NT
Wasa

Se,

ee 1" itRe, E = ayy
This is an XM715 with winch shown on trial maine Armor and Engineer B

same type 7,500-Ib.-capacity Braden LU-4 PT
Museum)

G2 STANDARD CATALOG OF U.S. MILITARY VEHICLES

joard at Fort Knox in October 1966. Although mounted dif
riven winch that was used on the G-741 series trucks, such as the M37. (Photo courtesy the Patton

The cargo bed was an all-new design, unlike that of any
other vehicle, military or civilian.

It appears that the M726 is the scarcest production
version of these vehicles, followed by the M724, M725,
and the common M715. It is unclear if any vehicles were
produced with data plates that read M142 instead of
M715.

All M715 series trucks were built on the same frame
and wheelbase, regardless of body or winch. The

x sans. ekg
This M715 in the motor pool for maintenance shows the troop seat
arrangement and unique cargo bed. Also visible is the padlocked under-
bed tool compartment. (U.S. Army photo)

lela LDA

ae a
ently, this is the

variations of this series are as follows:

M715
Standard 1
without winch.

Cab & chassis, often equipped with an aluminum
contact maintenance body housing, and a combination
welder/generator. This body, made by Stewart Avionics,
was very similar to the Davey beds used on the Dodge-
based CMU-5. All of these trucks were equipped with a
winch.

The ambulance variant of the family. The front sheet

1/4-ton cargo truck, both with and

Wl cece , Tita

1 1/4-TON TRUCKS

metal looked like a normal M715, but on the rear was an
ambulance body. The body was different from the
firewall rear. There was a sliding doorway between the
driver's compartment and the rear patient compartment,
which was equipped with four stretcher racks. Also
provided on the ambulance body was: a surgical light, air
ventilators, double rear doors, and a gas heater.

M726

Telephone maintenance truck, built on the same
chassis as the M724. On its rear was a utility box body.
However, this body differed significantly from the M724.
Rather than being enclosed and mounting a
generator/welder, it had an open cargo area in the back
with outward-facing storage compartments. This bed
was much lower than the M724 contact maintenance

This is truly an M724 — simply a cab and chassis. The contact maintenance truck and the M726 were built on this chassis. (U.S. Army photo)

The XM715 is shown with all the canvas removed and the windshield folded down. The unusually shaped box between the seats is the truck's battery
box. The fuel filler and spare fuel can be seen in the lower part of the photograph. (Photo courtesy the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/4-TON TRU

The M725 was the ambulance variant of the G-890 series. The body from the firewall back was unique to this truck. The battery compartment, located
between the front seats on the rest of the series, was relocated to beneath lower litter rack on the passenger’s side of these trucks. The floodlight
mounted on the roof was standard equipment on ambulances. (U.S. Army photo).

(U.S: Army photo) ~

(A. STANDARD CATALOG OF U.S. MILITARY VEHICLES

body. Some of the M726s were equipped with the 8,000-
Ib. PTO winch and a spotlight mounted on the left corner
of the cowling.

GENERAL DATA

MODEL M715 M724 M725 M726
NET WEIGHT 8,400 Ibs. 8,500 Ibs. 8,800 Ibs. 8,900 Ibs.
GROSS WEIGHT 5,500 Ibs. 4,800 Ibs. 6,000 Ibs. 6,500 Ibs.
MAX TOWED LOAD 3,590 Ibs. 3,590 Ibs. N/A 3,590 Ibs.
LENGTH 209.7 209.75 209.75 220.75
WHEELBASE 126 126 126 126
WIDTH 85 85 85 85
HEIGHT 95 80 95 80
TRACK 67 67 67 67

TIRE SIZE 9.00-16 9.00-16 9.00-16 9.00-16
MAX SPEED 60 mph 60 mph 60 mph 60 mph
FUEL CAPY 28 gal 28 gal 28 gal 28 gal
RANGE 225 mi 225 mi 225 mi 225 mi
ELECTRICAL 24 neg 24 neg 24 neg 24 neg
TRANSMISSION

SPEEDS 4 4 4 4
TRANSFER

SPEEDS 2 2 2 2
TURNING

RADIUS FT. 27.5 27.5 27.5 27.5

For winch-equipped vehicles, increase the weight by 500 lbs., and
the length by 11 in.

GEN DATA

ENGINE MAKE/MODEL Jeep Tornado
NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 230

HORSEPOWER 132 @ 4000 rpm
TORQUE 198 Ibs.-ft. @ 2000 rpm

GOVERNED SPEED (rpm) 4000

41/GT. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/4-TON TRUCKS

6 5 4 3 2 rt

M715 500 1,500 3,000 4,500 7,500 9,750
M724 500 1,250 2,000 3,000 5,000 6,000
M725 500 1,500 3,000 4,500 8,000 10,000
M726 500 1,500 3,000 4,500 8,000 10,000
6217 700 1,750 3,000 4,500 7,500 9,750
SCARCITY

M715 1

M724 4

M725 2

M726 4

6217 4

“ee z peste NS

The 6217 contact maintenance truck (above) is often erroneously referred
to as an M724. A host of tools and equipment were carried in the
compartments, while a large PTO-driven combination welder/generator
was mounted inside the bed. (Photo courtesy the Patton Museum)

éo

1 1/4-TON TRUCKS

‘Dodgée"M88s0

The M880 series of vehicles were intended to provide
the military with a low-cost vehicle to replace the G-741
and G-890 series vehicles in non-tactical duty. The
trucks were built by Dodge in 1976 and 1977 and,
except for the ambulance, were essentially the
contemporary Dodge commercial trucks with a few
military modifications.

The base vehicle of the series was the M880 pickup,
which was based on the Dodge 3/4-ton W200 pickup. A
folding set of steel bows was available to support a cargo
cover over the standard civilian bed. A form of the
standard military folding troop seat was provided that
would fit into the bed’s stake pockets.

The trucks were powered by the standard civilian
Chrysler 318 V-8, which drove the truck through an
automatic transmission. The trucks also had power

The base vehicle for this series was the M880 pickup. The position of the
parking lights under the headlights identifies this as being built prior to
August 15, 1976. After that date the parking lights moved inboard of the
headlights. (U.S. Army photo)

ach

f. rs
The trucks, while achieving the military’s
tactical designs that preceded them. (U.S. Army photo)

7G STANDARD CATALOG OF U.S. MILITARY VEHICLES

iv aie gi2 seat tas

= ee aed = wd
This M880 was built after August 19, 1976, as evidenced by the parking
lights inboard of the headlights. (Photo courtesy of Memphis Equipment
Company)

steering and a civilian-type step bumper on the rear
provided the mounting point fcr the pintle hook. A kit
was available to add a 24-volt power system to the
trucks. Most of the vehicles did not have military-type
lighting systems.

M881

This was an M880 equipped with a 24-volt, 60-amp
generating system in addition to the standard 12-volt
electrical system of the vehicle.

M882
This was an M881
communications kit.

M883
The M883 was an M881 with an S250 shelter kit.

The shelter was mounted inside the trucks standard
cargo bed and secured with tie-downs.

A truck with the S250 shelter, 24-volt, 100-amp
electrical system and communications kit was known as
the M884.

with the addition of a

When an S250 shelter was installed in the base
M880, the vehicle was known as the M885.

While the ambulance model used the same sheet
metal from the cab forward, the rear bed was especially
made for this truck. A sliding door in the rear of the cab
allowed the attendant access to the heated rear patient
compartment. A pair of double doors in the rear of the
body could be opened for patient loading. Five litter
patients could be carried.

This was a cab and chassis vehicle, and was
commonly used on contact maintenance trucks.

M888

The M888 was a telephone maintenance truck. This
truck used the same chassis as the M880, but had a
utility bed.

This is essentially the same truck as the M880, but
without the all-wheel-drive components. These vehicles
were intended strictly for on-road use.

The M891 was a two-wheel-drive version of the
M881.

unmistakable
. For any use

STANDARD CATALOG OF U.S. MILITARY VEHICLES

ile. Some of these were adapted
than ambulance, the red crosses would have been removed. (U.S. Army photo)

1 1/4-TON TRUCKS
| Ms92 |

The two-wheel-drive version of the M882 was known
as the M892.

[M893 |

There was also a two-wheel drive version of the
ambulance built, which was known as the M893. The
ambulance body used on the M893 was identical to the
ambulance body used on the M886.

From the standpoint of the collector, the civilian
lineage of these trucks has advantages and
disadvantages. The trucks themselves are economically

Some of the vehicles were supplied as cab and chassis and were then
tt with a contact maintenance body, like this example owned by Sam
erner.

for use as communication vehicles. A spotlight was mounted on the

1 1/4-TON TRUCKS

priced, and parts are readily available through normal
civilian channels. However, they lack the mystique of
purely tactical vehicles.

GENERAL DATA

MODEL M880
NET WEIGHT 4,648 lbs.
GROSS WEIGHT 7,748 Ibs.
LENGTH 218.7 Ibs.
WHEEBASE 131
WIDTH 79.5
HEIGHT 73.9
TRACK 65.2
TIRE SIZE 9.50-16.5
MAX SPEED 70 mph
FUEL CAPY 20 gal
RANGE 225 mi
ELECTRICAL 12 neg
TRANSMISSION

SPEEDS 3 automatic
TRANSFER

SPEEDS 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Chrysler
NUMBER OF CYLINDERS V-8
CUBIC-INCH DISPLACEMENT 318.3

HORSEPOWER
TORQUE

VALUES

6 5 4 3 2 1

500 1,000 1,600 2,200 3,500 4,750
500 1,000 1,800 2,600 4,000 5,000
700 1,200 2,000 2,400 3,800 4,500
300 800 1,200 1,600 2,100 3,000
500 1,000 1,600 2,000 2,500 3,500

SCARCITY

M880 1
M886 2
M888 3
M890 1
M893 3

150 @ 4000 rpm
230 Ibs.-ft. @ 2400 rpm

-CUCV Series

The Chevrolet Commercial Utility Cargo Vehicle
series replaced the Dodge M880 series. Like their
predecessors, the CUCVs were militarized versions of off-
the-shelf civilian four-wheel-drive vehicles, although in

s SK Was : nae
The base vehicle of this series is the M1008. Shown here in its cleanest

form, it can hardly be differentiated from its civilian counterpart. (Photo
courtesy of Tacticaltruck.com)

78 > STANDARD CATALOG OF U.S. MILITARY VEHICLES

With the canvas cargo cover in place, and wearing the three-color NATO
camo scheme, the M1008 looks more like what it is, a military vehicle.
(Photo courtesy of Tacticaltruck.com)

this case the militarization was a little more extensive
than it had been with the earlier Dodges.

Production of this series began in 1984. The front
axle had lockout hubs. Additional modifications included
the addition of a brush guard and towing shackles on the
front bumper and a dual 12-and 28-volt 100-amp
charging system. The engine was GM's 6.2-liter diesel
coupled to a Turbo-Hydramatic transmission. Most
models used the New Process NP208 two-speed chain-
driven transfer case. All models had non-slip rear
differentials.

The M1008 was the base vehicle of the series, and
was essentially a diesel-powered version of the Chevrolet
K2500, but with a K3500 front axle. At the rear of the
truck was a step bumper with a pintle hook. The cargo
bed itself was essentially the civilian model, but with a
folding cargo cover and removable troop seats added.

M1008A1

The M1008A1 is the same basic vehicle as the
M1008, but it has radio racks installed in the bed, and
antenna mounts. As with the M1008, the base civilian
12-volt system was retained for instruments.

The M1028 was a shelter carrier based on the
M1008, with a communications kit and an S-250 shelter
kit installed.

The M1009 was based on the civilian Chevrolet Blazer. Although it used
the same 6.2-liter diesel engine and automatic transmission as the rest of
the series, its axles, tires, and wheels were not as robust as those used in
the rest of the series. (Photo courtesy of Tacticaltruck.com)

1 1/4-TON TRUCKS

Unlike the rest of this series, the M1010 did not have a civilian equivalent. The additional electrical load im tear by the air conditioning and lighting
systems of the patient compartment required these vehicles be equipped with a 200-amp charging system. (U.S. Army photo)

The pintle hook of the M1008 was mounted on a standard civilian step bumper. The front and rear shackles are attached to the frame. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 79)

1 1/4-TON TRUCKS

This was the same truck as the base M1028, except
for its two-speed New Process 205 gear-driven transfer
case, which had provisions for a power take-off unit.
M1028A2

This is an M1028A1 with the New Process
transfer case and dual rear wheels.

The M1028A3 is an M1028A2, but with a New
Process 208 transfer case.

The M1031 was a cab and chassis only — essentially
an M1008 without the bed.

The M1009 was based on the Chevrolet Blazer and
used the standard 1/2-ton chassis components, rather
than the heavy-duty suspension components of the rest
of this series. The interior of the truck was essentially the
same as its civilian counterpart.

The ambulance version of the CUCV series was the

wes

205

wee

14 as “ > _— M
The M1028 shelter carrier was equipped with the S-250 shelter. A variety
of communication equipment could be installed within the shelter. (U.S.
Army photo)

Ay one of the M1008 with canvas erected shows the blackout driving light, NATO slave receptacle, and bridge weight classification plate. (U.S.
oto)

80 STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/4-TON TRUCKS

only member of the series with factory air-conditioning.
The custom-built patient compartment was not only
heated and air conditioned, but also was equipped with
an elaborate air filtration system. A sliding door
separated the driver's compartment from the rear patient
area. A spotlight was mounted on the cab roof, and the
patient compartment had an elaborate lighting system.
The various lights, air conditioning, and filtration
required a lot of electricity, which was supplied by a 200-
amp, 28-volt charging system.

The Red Cross emblems on these ambulances were mounted on
removable panels, which are often missing today. Unlike previous similar
ambulances, the rear step of the M1010 doesn't fold against the rear
doors, but rather slides into the rear bumper. (Photo courtesy of
Tacticaltruck.com)

In this M1010, the right-hand side has been set up to transport two litter patients, and the left-hand side is configured to transport four ambulatory
patients. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES $1]

1 1/4-TON TRUCKS

After extensive competition, AM General was
awarded the contract to build the High-Mobility
Multipurpose Wheeled Vehicle in March of 1983. It was
intended to replace tactical vehicles in the 1/4- to 1 1/4-
ton range, and as the name states, perform a variety of
functions.

The initial series was powered by the General Motors
6.2-liter diesel engines, while the latest versions have a
GM 6.5-liter engine. The hoods are fiberglass, and the
bodies are made of aluminum. The truck has four-wheel
independent suspension.

There are a variety of models of these vehicles, in
part due to the Army’s assigning. a different M-numbers
to winch-equipped and non-winch-equipped vehicles.
This practice was discontinued with the introduction of
the A2 series.

The basic vehicle is the M998. This vehicle could be

5 Pak aka configured as either two or four door using removable
Tre pening adios is shown erin. delayed postion The shackles panels, and was supplied with a vinyl top and doors. The
same truck, when supplied with a front winch, was

known as the M1038.

Some of the other vehicles in this series are:

GENERAL DATA

MODEL M1008 = M1009 «= M1028. = M1010 i F i Z
WEIGHT NET 5,900 Ibs. 5,275 lbs. 5,688 Ibs. 7,475 bs. M1037 shelter carrier. This vehicle has heavy-duty
GROSS 8,800 Ibs. 6,475 lbs. 9,288 Ibs. 9,555 Ibs. suspension components, and special brackets for tying
LENGTH 216.5 185.625 216.5 222 13/16 down a shelter in the cargo area. These shelters could be
WHEEBASE 131.5 106.5 131.5 131.5

TRACK FRT/REAR 68/65. «68/65 68/65 68/65

WIDTH 79.625 79.625 79.625 79.625

HEIGHT 76 75 13/32 76 101

TIRE SIZE 235/85R16 235/85R16 235/85R16 235/85R16

MAX SPEED 65 mph 65 mph 65 mph 65 mph

RANGE 270mi = 250mi_~=S 270 mi_— 270 mi

ELECTRICAL 12/24neg 12/24neg 12/24neg 12/24 neg

TRANSMISSION

SPEEDS 3 auto 3 auto 3 auto 3 auto

TRANSFER

SPEEDS 2 2 2 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Chevrolet

NUMBER OF CYLINDERS. V-8

CUBIC-INCH DISPLACEMENT 379 a : i

HORSEPOWER 135 @ 3600 rpm ciitaene es ; ‘

TORQUE 240 Ibs.-ft. @ 2000 rpm This M998 has been fitted with an M998A2-type hood. It is configured as a

four-man personnel carrier. It has a brush guard installed, and a cover
over the rear cargo area. (Photo courtesy of Tacticaltruck.com)

VALUES

6 5 4 3 2 1

M1008 1,200 2,800 4,000 7,000 8,500 10,000
M1009 1,500 3,000 4,400 7,500 9,000 11,000
M1028 1,000 2,800 4,000 7,000 8,500 10,000
M1010 2,000 3,200 4,800 8,000 10,000 12,000
SCARCITY

M1008 1

M1009 1

M1028 2

M1010 2

= Sites ite

Evacuation of injured personnel is a high priority for the military, and there
are three different HMMWV-based ambulance models. Shown here is the
M996 two-litter hard top ambulance rigged for airdrop. It is capable of
transporting two litter patients, or six ambulatory: patients, in air-
conditioned comfort. (Photo courtesy of John Adams-Graf)

$2 STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/4-TON TRUCKS

The eye une base vehicle of the HMMWV series. This one is configured as a four-man troop carrier with a soft-top enclosure. (Photo courtesy of AM

STANDARD CATALOG OF U.S. MILITARY VEHICLES $3

TRUCKS

“3 ¢

NAS ¢ Sata
The M1035 is a soft-top ambulance in t!
AM General Corp.)

he style of the M151-based M718 field ambulance that it replaced. This is a U.S. Navy vehicle. (Photo courtesy of

as ae ; ‘
The M1037 shelter carrier was designed to transport the S250 commu helters ised for communications, electronics, or
command purposes and are secured firmly to the vehicle. (Photo courtesy of AM General Corp.)

ANDARD CATALOG OF U.S. MILITARY VEHICLES

used for communications, electronics, or command
purposes.

The M1042 is the same vehicle as the M1037, but is

equipped with a winch.

The M1025 is an armament carrier without a winch.
The same vehicle with the winch installed is known as
the M1026. This mount allows the HMMWV to be armed

The lack of the distinctive X embossed in the door and the winch on the
front gives away the fact that this is an armored M1043A2 or M1045A2.
(Photo courtesy of AM General Corp.)

Even more heavily armored, and armed, than the M1025 series is this
M1114 up-armored variant. (Photo courtesy of AM General Corp.)

ode ark a es ee

The slant-back M1025 armament carrier is one of the most distinctive members of

1 1/4-TON TRUCKS

with a variety of weapons, including the M60, 7.62mm
machine gun; M2 .50 caliber machine gun; or the MK 19
Grenade Launcher. The ring mount allows weapons
traversal of a full 360 degrees.

When armed with a TOW missile launcher, the
winch-equipped vehicle is an M1036; sans winch it is the
M966. These vehicles closely resemble the M1025 and
M1026, but have a different interior layout, and there is
a small blast shield mounted on the TOW carrier.

All the armament carriers have four doors, and a
metal slope-backed roof. The doors of all armament
carriers are made of composite-reinforced fiberglass.

The two-litter hard-bodied ambulance was tabbed
the M996, while the M997 is the hard-bodied four-litter
ambulance. The M1035 is a_ soft-top two-litter
ambulance. The M996 and M1035 are air-droppable.

The M997 ambulance is slightly larger than the M996, and has a higher
prone e increased area is visible above the cab of the truck. This added

eight allows it to accommodate four-litter patients or eight ambulatory
patients, again in an air-conditioned and heated compartment. (Photo
courtesy of AM General Corp.)

- Ps

=F Zr ¥ bie SINS a fo - ti >
the HMMWV family. It is protected against splinters, but not opposing

direct fire. This vehicle is armed with an MK 19 grenade launcher. (Photo courtesy of AM General Corp.)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/4-TON TRUCKS

The Marine Corps wanted vehicles with additional
armor protection, as well as permanently installed deep
water fording pipes. The additional armor on the doors of
these vehicles made the outer surfaces of the doors flat,
rather than showing the X-shaped embossments of the
normal trucks. The Marine Corps version of the
armament carrier with winch is known as the M1044;
without winch it is the M1043. The TOW missile carriers
with and without winch are M1046 and M1045,
respectively.

The M1097 was developed to fill the need for a
vehicle with higher payload and towed load ratings than

the M1037 provided. This Heavy Humvee has a
reinforced frame, heavier springs, tires and rims and
other improvements. Because of the success of the
improvements in the M1097, they were incorporated in
the M998A1 series.

The M1109 is an armored version of the HMMWV,
with the armor provided by O’Gara-Hess & Eisenhardt.

The M998A2 series, introduced in 1984, had

numerous improvements in the power train. The engine
was the 6.5-liter (400 cubic-inch) diesel, and the
automatic transmission was a four-speed unit rather
than the three-speed previously used.

Special Operations units are outfitted with these heavily modified HMMWVs. Among the modifications Was considerabt incre: ]
js ased protecti
engine compartment. Also, these are unique among U.S. HMMWVs in that they carry spare tires. Any other vehicles with pares! are ‘Crlariasiod tinitst

(Photo courtesy of AM General Corp.)

8G _ STANDARD CATALOG OF U.S. MILITARY VEHICLES

The M1097A2 is the base vehicle of this series
(despite the name, there is no M998A2 vehicle). It serves
as the shelter carrier, prime mover, cargo carrier, and
personnel carrier member of the family.

The M1025A2 is the armament-TOW missile carrier
in the new series, while the Marine’s M1043 and M1045
were carried over into the new series as the M1043A2
and M1045A2.

The soft-top ambulance continued to be produced as
the M1035A2 and the four-litter hard-bodied ambulance
became the M997A2. The two-litter ambulance was
discontinued.

Once again there grew a need for a higher-capacity
vehicle, which was answered by the development of the
M1113 expanded-capacity truck. The engine was
upgraded to a turbosupercharged version of the 6.5-liter,
and the gear ratios were changed.

O’Gara-Hess & Eisenhardt used this as the basis for
the M1114 armored HMMWV. The M1114's_ roof
mounted ring mount could be used for the venerable
M2HB Browning machine gun or more modern weapons
such as the 7.62mm M60 or 40mm Mark 19 grenade
launcher. Armor provided the crew with protection from
7.62 ammo at ranges over 100 meters, and 4-Ib. mines.

The U.S. Air Force purchased similar vehicles,
known as the M1116, for use as base security vehicles.

GENE! DATA

MODEL M997A2 M1025A2 M1035A2

NET WEIGHT NET 7,770 Ibs. 6,780 Ibs. 6,100 Ibs.
GROSS WEIGHT 10,300 Ibs. 10,300 Ibs. 10,300 Ibs.
LENGTH 204.5 190.5 182.5
WHEELBASE 130 130 130

WIDTH 86 86 86

HEIGHT 102 76 72

TRACK 71.6 71.6 71.6

TIRE SIZE 37x12.5R16.5 37x12.5R16.5 37x 12.5R16.5
MAX SPEED 70 70 70

GENERAL DATA, continued

FUEL CAPY 25
ELECTRICAL 24 neg
TRANSMISS!ION

SPEEDS 4
TRANSFER

SPEEDS 2
TURNING

RADIUS FT 25
MODEL M1043A2
NET WEIGHT NET 7,264
GROSS WEIGHT 10,300
LENGTH 190.5
WHEELBASE 130
WIDTH 86
HEIGHT 76
TRACK 71.6
TIRE SIZE 37 x 12.5R16.5
MAX SPEED 70
FUEL CAPY 25
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 4
TRANSFER

SPEEDS 2
TURNING

RADIUS FT 25

Overall dimensions listed in inches.

1 1/4-TON TRUCKS

25 25
24 neg 24 neg

4 4
2 iS
25 25

M1097A2
5,900
10,300
190.5
130

71.6

37 x 12.5R16.5
70

25.

24 neg

4
2
25

Note: Winch-equipped models have payloads reduced by 127 lbs.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

VALUES

5 4

6
Cargo models 4,000 8,000

SCARCITY

Scarcity 2

18,000

GM 6.5

400

160 @ 3400 RPM

290 Ibs.-ft. @ 1700 RPM

3 2 1
30,000 38,000 45,000

The Air Force liked the basic idea of the M1114, but wanted a few changes. The resultant vehicle was this M1116. (Photo courtesy of AM General Corp.)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/2-TON TRUCKS

> G-622 Ford

The G-622 Ford trucks, commonly referred to as
Burma Jeeps, grew out of the Army’s prewar low-
silhouette truck program. Although these trucks have a
very distinctive appearance, mechanically they are very
standard vehicles, and many off-the-shelf parts.

The driver sat alongside the engine, which was offset
to the right. The passenger sat to the right of the engine,
but unconventionally, the passenger faced the driver.

Production of these trucks began in mid-June 1942.
Most of the components were fabricated by Ford’s River
Rouge plant, but were shipped to the Ford Edgewater,
New Jersey, plant for assembly. That changed in

January-February 1944 when production was shifted to
the Ford Louisville plant so the Edgewater plant could be
solely devoted to packaging Ford products for overseas
shipment.

Originally intended as foreign aid, but refused by the
Russian government, the first 6,001 vehicles were
accepted by the Army. One thousand of these trucks
were equipped with front-mounted PTO-driven Gar Wood
winch.

Although the Ford design was not well received by
the Army, the Navy saw this truck as a way around the
supply stranglehold the Army had on the G-506
Chevrolet of the same weight class, and began
negotiating with Ford in September 1942.

In December 1942, the Navy ordered 1,500 of the
model GTBS bomb service trucks. An additional 800

4
i
4
é
a
~
a
a
a
I.
oe
é
3
;

This is the very first Ford GTB. It differs from the production model in that it lacks a blackout-driving lamp, and it has no windshield wiper motors. These
trucks’ ancestry in the low-silhouette program is apparent in this view. The passenger's seat back has been folded over. (Photo courtesy of the Bryce

Sunderlin collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

were ordered shortly after the first order was delivered in
March 1943.

Although the beds of these trucks look very much
like the bed of the Chevrolet M-6 bomb service trucks,
they differ both mechanically and aesthetically. The
GTBS lacks the outward-facing rear seats of the
Chevrolet. The hoists were built by Weaver Hoist
Manufacturing. Unlike other vehicles in the GTB family,
the GTBS had single rear wheels. The GTBS also lacked
a front winch.

The Navy also ordered its own version of the GTB
cargo truck, the GTBA. These trucks were essentially
identical to the Army’s GTB trucks, but were generally
painted Non-Specular Ocean Gray O-5. These trucks
were all equipped with one of two kinds of winches. Some
used the same Gar Wood unit as was installed on the
GTB, but demand for that winch for use on the CCKW
and 1.5-ton Chevrolet forced the substitution of a

1 1/2-TON TRUCKS

bs = - =.

The GTBS was the first variant used by the Navy for a bomb service truck.
In this photo the single rear tires characteristic of the GTBS are visible.
This truck lacks a front winch. (Photo courtesy of the Bryce Sunderlin
collection)

Shown here is the prototype for the winch-equipped vehicles. The Gar Wood winch shown here is the same unit that was used on the GMC CCKW and
the 1 1/2-ton Chevrolet trucks. With the canvas assembled, the vehicle's normally low profile was increased substantially. (Photo courtesy of the Bryce

Sunderlin collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/2-TON TRUCKS

Braden winch on some of the trucks. The frames were GTBA Cargo 2,218
manufactured to accept either winch. GTBB Wrecker 50
With only 50 units built, the GTBB Wrecker-Service GTBC Bomb Service 4,701

truck is the rarest of the series. The wrecker body was

Marquette model 141 and featured a PTO-driven hoist. Mesaeoswenepeinye’

Strangely, these trucks lacked a front winch. MODEL 115-in. wb cargo
The final production variant of this series was the weeny NET. oes
GTBC Improved Bomb Service Truck, Mk II, Model 2. WIDTH 86
While the hoist mechanism was essentially the same as aL 1008
that used on the GTBS, the chassis had a front winch y\ge size 750-20
and dual rear wheels. Production of the GTBC began in MAX SPEED 45 mph
FUEL CAPY* 40 gal
September 1948. i 7 : ELECTRICAL 6 neg
Total production for the G-622 family of vehicles was TRANSMISSION
15,274. This can be broken down as follows: SPEEDS
TRANSFER
SPEEDS 2
ees aba Le 3 bee Overall dimensions listed in inches.
a wo/ MINS 5, *40-gallon fuel tank fitted to cargo trucks, bomb trucks use a 26-
GTB w/winch 994 gallon tank.
GTBS Bomb Service 2,301 ‘

This is the interior of a GTBC. The cab sayout of all the vehicles in the GTB-family was very similar, Notice the sideways-facing passenger’s seat. The

GTBC was equipped with an electric brake controller, which can be seen mounted on the it
Sao ot tis Boyce Savaeriin sollectton} 4 steering column, just above the instrument panel. (Photo

90 STANDARD CATALOG OF U.S. MILITARY VEHICLES

bib Rien B82”

The improved Bomb Service Truck, the GTBC, reverted to the dual rear wheels used by the rest of the series, and included a front winch. This winch was

1 1/2-TON TRUCKS

nee 4 << ~~ |

the Braden MU-5A model, but the Gar Wood unit was also fitted, and was preferred. This model accounted for about 50 percent of the Navy’s GTB series
purchases. (Photo courtesy of the Bryce Sunderlin collection) .

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

Cargo truck
Bomb truck

SCARCITY

Cargo truck 4
Bomb truck 4

aAo
nna

,000
,000

Ford Military GTB modified 1GA
6
226

90 @ 3000 rpm

180 Ibs.-ft. @ 1200 rpm

2,870

4 3 2 1
4,000 8,000 12,000 15,000
4,000 8,000 12,000 15,000

G-506 Chevrolet

The ton-and-a-half Chevrolet looks very much like a
CCKW shorn of its rear axle, but is quiet a different
vehicle. Chevy produced about 160,000 of these all-

wheel-drive trucks during WWII, far exceeding
International and Dodge, who also produced trucks in
this size range. More than half of the Chevys were
provided to foreign countries. These trucks came with
and without winches, and were fitted with a variety of
beds for specialized uses. In addition to cargo trucks,
Chevrolet built telephone pole auger. bomb handling,
crash rescue, and airfield lighting trucks.

All of these trucks used the banjo-style axles, and
were powered by the Chevy 235-cid inline six-cylinder
engine that would run on gasoline as low as 70-octane.
Typical of WWII era vehicles, the four-speed
transmission was not synchronized, requiring each shift
to be double-clutched. The two-speed transfer case (high

STANDARD CATALOG OF U.S. MILITARY VEHICLES 9]

1 1/2-TON TRUCKS

and low range), which includes a provision to disengage
the front wheel drive, completes the gear train. The data
plates were mounted on the map compartment door on
1940 and 1941 models. They moved to the headliner for
the rest of the run.

The standard open military cab was never fitted to
the Chevy, and all but the bomb service trucks were built
with closed cab. There was no provision for the
installation of a machine gun ring mount.

The 1942-and-up Chevrolet model numbers, such as
G7107, are often used when referring to these trucks.
However, the original model numbers were different than
in subsequent years. The first contract model numbers

ff; Lia!
This photo:

a _ . " . <
raph was taken outside the Army Engineering Standards Vehic!

Bra it
le Labora’

are listed below in parenthesis beside the more
commonly known 1942-and-up model numbers. The
interim model numbers used in late 1941 are in
brackets.

G7107 (G4112) [G4174] Cargo

The G7107 was the basic cargo truck with 9-ft. cargo
bed. Depending upon date of production, the bed was
either steel or wood. Early models used civilian-type
instruments, later ones used standard military-type
components. These trucks were built on 145-in.-
wheelbase chassis.

tory in July 1944. It shows a Chevrolet G7107 equipped with a steel

cargo bed. The 1 1/2-ton Chevrolet was unusual because it was only built with closed cabs.(U.S. Army photo)

This November 1944 photo taken at the Studebaker Pro’
liquid container bracket can be seen beneath the fuel filler. (U.S. Army photo)

92 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ng Ground shows the typical 1 1/2-ton Chevy G7107. This

1 1/2-TON TRUCKS

Leer

Tae eS

interior of the wooden cargo bed is shown here. With the troop seats in the stowed position, the truck is ready to receive cargo. (U.S. Army photo)

This Army Engineering Standards Vehicle Laboratory photo taken in January 1944 shows a G7107 with the canvas bed cover. The cargo on this
truck is made of wood. Te ‘stenciling on the side of the canvas indicates it was made for the U.S. Q. M. C. (U.S. Quarter Master Corps), although the
maker's name is not legible. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHIC 93

1 1/2-TON TRUCKS

This totally enclosed truck was known by Chevrolet as the model G7105.
The Army used these to transport radios and other sensitive equipment.
The dual rear wheels quickly distinguish it from the similar-looking Dodge
Carryall trucks. (National Archives and Records Administration photo)

a REP sl
This restored G7117 differed from the G7107 only by the addition of a front

PTO-driven winch. This truck has had larger 9.00-20 tires installed on it by
its owner, Dave Falk, in place of the original 7.50-20 tires.

G7117 (G4112) [G4163] Cargo

This was the same truck as the G7107, only
equipped with a front-mounted PTO-driven winch. These
trucks were built on 145-in.-wheelbase chassis.

G7106 (G4112) [G4152] Dump

The dump truck version of the G-506 was equipped
with a single-cylinder hydraulic hoist and sub frame. The
bed itself was essentially the same as the cargo bed, but
with a dual-action tailgate that could be raised or
lowered. These trucks were built on 145-in.-wheelbase
chassis.

G7116 (G4112) [G4162] Dump

This is the same truck as the G7106, only it is
equipped with the front winch. These trucks were built
on 145-in.-wheelbase chassis.

as " i CY onlets te

The G7106 dump truck was hard to distinguish from the standard cargo
truck, until the bed was elevated as in this October 1941 Holabird
Quartermaster Depot photo. (National Archives and Records
Administration photo)

ae OS =
Coupled here to a 6-ton trailer, the G7113 Chevrolet was used as light general-purpose truck tractor, a role many of them served in on.the surplus market

as well. (National Archives and Records Administration photo)

94 st

RD CATALOG OF U.S. MILITARY VEHICLES

1 1/2-TON TRUCKS

The G7173, also known by this Signal Corps nomenclature K43, was often used as a companion to the G7163. It was a telephone line maintenance truck.
Several compartments were provided for tool and supply stowage, and the rear winch was also provided with extension shafts to drive an external cable
reel. The shaft can be seen extending through the door of the first tool compartment behind the passenger. (U.S. Army photo)

This left rear view of the Kad 4 (G7163 pole setter shows the auger, in the lowered transport position, and its two lon: sonra levara: Also visible ¢ are
the two stabilizer jacks, in their raised transport position. Near the spare tire is the drinking water cask found on Signal Corps vehicles. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 95

1 1/2-TON TRUCKS

i , Ber passe?

This overhead view of the K44 shows the equipment stowage. Four auger
bits are supplied — the two largest on the driver's side rear, the two
smaller on the passenger side front of the bed. Just forward of the two
largest augers is the collapsible cable reel, while just inboard of the spare
tire is the mounting bracket for a large pole jack (not present), used to
extract telephone poles. The large box across the front of the bed houses
the rear winch. (U.S. Army photo)

G7113 (G4112) [G4165] Tractor

This vehicle was the truck tractor member of the
family. It had a stationary fifth wheel and electric brake
controls and was built on 145-in.-wheelbase chassis.

G7105 (G4112) [G4105] Panel

The G7105 was a panel truck, built much like a
carryall, with the body continuous from the cab to the
rear. There were no side windows, but each of the twin
side-opening rear doors was provided with a window.

G7163 (G4112) Pole Setter

The G7163 was used primarily by the Signal Corps.
The Signal Corps referred to this truck as a K44. The
large transfer case-driven auger could quickly dig a hole
the correct size and depth to set power or telephone
poles. The winch mounted in the front of the bed was
used in conjunction with the auger mast to erect the
poles once the holes were dug.

G7173 (G4112) K43

il asin — x . “ |
The driver of the fully equipped K43 had to exit out the passenger's side
of the vehicle because the long gin poles extended so far forward that they
blocked the door. (National Archives and Records Administration photo)

This often served as a companion vehicle for the
G7163. Designed for telephone line maintenance, it did
not have the auger of the G7163, although it did have the
rear winch. Long gin poles were carried, and when
stowed in their racks on the left side of the bed they

9G STANDARD CATALOG OF U.S. MILITARY VEHICLES

protruded so far forward they prevented the driver from
opening his door.

G7123 (G4103) Cab Over

The G7123 was the cab-over-engine model of the 1 1/2-ton Chevy Jamily4
Although the sheet metal was different, they were identical mechanically
to the conventional trucks. (Photo from the Fran Blake collection)

This truck looks much different from the rest of the
family due to its cab-over-engine design, but the power
train was the same. The bed was 16 ft. long and
equipped with side racks. This truck had a 175-in.
wheelbase. The Signal Corps referred to this vehicle as a
K-33.

G7127 (G4112) [G4174] Long Wheelbase Truck

This truck is very much like the G7107, but built on
a 175-in. wheelbase with a correspondingly longer bed.

G7128 (G4112) M6 Bomb Servicer

These trucks were used in conjunction with M5
Bomb Trailers on airfields to handle bombs. The trailers
could be loaded using the hoist and monorail mounted
on the rear. The Bomb Trailers, up to five at a time, were
towed out to the aircraft together.

This is the only truck in this series with an open cab
without doors or solid roof. The M6 was normally
equipped with a small canvas roof covering the driver's
compartment. In warmer areas the canvas could be
removed and the windshield folded down for ventilation.
Prior to mid-1943 these trucks were not provided with a
spare tire. The earliest trucks were equipped with Beebe
chain hoists, while later trucks sometimes used a Holan
hoist built by American Coach and Body Co. Braden
winches were used briefly, but were found to be
inadequate and a modification work order issued to
replace them. These trucks were built on 125-in.
wheelbase chassis.

Production of the M6 was suspended by the end of
September 1944. Its duties were then fulfilled by the
CCKW-based M27.

G7103 (G4113) Cab and Chassis

These trucks were supplied as a cab and chassis.
Later, various specialized beds could be mounted on
them, even though their final use may have been
unknown at time of construction. These vehicles had a
145-in.-wheelbase chassis.

G7133 (G4112) Class 135 Crash Trucks

These trucks were built to dispense high-pressure
fog and foam to fight aircraft fires. They are very different

1 1/2-TON TRUCKS
CLASS- 110

This is one of many types of fire trucks built on the G-506 chassis. The nameplate on the side of the hood says Model 110-QMC. This truck was designed
aeeenarge foam, and the hose reel was mounted at the rear behind the large foam tank that constitutes the bulk of the bed. Even though the truck
If is marked as a 110 in

this period photo, this very same truck, U.S.A. registration number W-50702, is shown in the April 1949 ORD 3 SNL G-1 supply
catalog, and is identified in that publication as a Class 135. (Photo from the Richard Adelmann Collection)

cs = 2 ae

This factory-fresh Bomb Service truck was photographed at the Studebaker Proving Ground in Januai
series were built on 145-in.-wheelbase chassis, these trucks were built on a 125-in. wheelbase, p!

of 1944. While most of the trucks in the G-506

resumably for greater maneuverability in ammo dumps.
(U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 97

1 1/2-TON TRUCKS

from the Class 325 and 525 pumpers. Because they were MAX SPEED 48mph 48mph 43mph 50mph
not as versatile as a traditional pumper, not many of pone $7. ga Sgn. SoNal. ae
these have survived today. These trucks were built with ELECTRICAL 6 neg 6 neg 6 neg 6 neg
a 145-in. wheelbase. TRANSNISSION i F F A
arONete ; ‘ , af
This was a standard brush and structure firefighting Paci ee ai ae ais Sag

truck built on the same type chassis as the Class 135.
However, these trucks had a front-mounted 500-gallons-

per-minute fire pump and a traditional fire truck-type
bed. Although many of these trucks were cannibalized B2MLezbopoZnyy

Overall dimensions listed in inches.
*Inside/outside width at tires.

during the war, hundreds of surplus trucks were — eygiNe MAKE/MODEL Chevy BV-1001 up
provided to communities across the U.S. after the war. NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 235.5
HORSEPOWER 83,6 2100;0m
G7143 Field Lighting Tru TORQUE 184 Ibs.-ft.@ 1000 rpm
There were three types of airfield lighting equipment GOVERNED SPEED (rpm) 3100

installed on these chassis: the almost identical J3 and
J4 light sets, and the J5. The J3 and J4 had two towers
of rectangular lights at the rear of the truck, just behind
the transversely mounted generator. The J5 also had two
towers, but each had only two lights on it, which were
round, and the truck lacked the low apron of the earlier
models. These trucks were built on 145-in.-wheelbase
chassis.

GENERAL DATA

MODEL. 145-in wb cargo 175-inwb cargo 175-inwbCOE —125-in wb M6

WEIGHT NET 7,545 lbs. 8,150 lbs. 8,570 Ibs. 6,325 Ibs.

MAX TOWED LOAD 8,000 Ibs. 8,000 Ibs. 8,000 Ibs. 8,000 Ibs.

LENGTH 224 296 286 221

WIDTH 86 86 96 75.75

HEIGHT 106 106 99 91.5 The basic 145-in.-wheelbase cab and chassis was this G7103. With so
WIDTH 49.25/85.75 49.25/85.75 49.25/85.75 49.25/85.75 many of the Chevys going to foreign nations, many different beds could
TRACK 67.5 67.5 67.5 67.5 be found installed on these trucks. (National Archives and Records
TIRE SIZE 7.50-20 7.50-20 7.50-20 7.50-20 Administration photo)

_— ~~
— =—
Shown here is a Class 525 fire truck, which was built on the Chevrolet Chassis. This Particular truck was photographed after it had been transferred to

the U.S. Department of Interior, but appears to be unchanged from its military days. The large fire pum ited i
required by the foam truck. (Photo from the Richard Adelmann Collection) seas s- Per mening Sront. Dumper aame

98 STANDARD CATALOG OF U.S. MILITARY VEHICLES

1 1/2-TON TRUCKS

VALUES

6 5 4 3 2 1
Cargo w/steel bed 500 2,000 4,000 6,000 7,000 8,000
Cargo w/wood bed 500 3,000 5,000 7,000 8,000 9,000
Dump 1,000 5,000 7,000 8,000 9,000 10,000
Panel 750 5,000 7,500 8750 10,500 12,000
M6 Bomb 500 4,500 5,500 7,000 8,000 8,500
Tractor 500 4,000 5500 6,500 7,500 8,500
Pole setter 2,000 7,000 8,000 9,000 10,000 11,000
Field lighting 1,000 6,500 7,500 8,500 10,000 11,000
LWB cargo 500 3,500 4,500 5,500 6,500 8,000
COE cargo 750 4,000 5,000 6,000 7,000 8,500

For winch-equipped trucks add $250 to $500 to the values shown
above.

SCARCITY

Cargo w/steelbed 2

Cargo w/wood bed 2

ea
3 A

Mé Bomb 3 RAPD 347332

Tractor 4

Pole setter 4

Field lighting 5

LWB cargo 4

COE cargo 4

This photo, taken from a technical manual, shows the general layout of the
G7143-based J3 and J4 Field Lighting Trucks. Notice the low-hanging rear
step, sure to inhibit cross-country operations.

RAPD 347334

The later J5 Field Lighting Trucks differed considerably from their

redecessors. Gone is the low-hanging rear step. The bed is accessed
The long-wheelbase version of the Chevy was this G7127, which featured edetis the cab-side running boards. ging P

a 15-ft. cargo bed instead of the normal 9-ft. body. (National Archives and
Records Administration photo)

vey of these Class 525 fire trucks were dismantled during WWII as the Army issued a kit to construct a class 530 fire truck on a CCKW chassis by
reusi ng the pump and valving from a 525. However, if found t , these trucks are usually in good shape, as the fire departments that received them

post- I typically stored them indoors. (Photo from the Richard Adelmann Collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 99

1 1/2-TON TRUCKS

G-507 Dodge 6x6

When the Army increased the size of its rifle squad
from eight men to 12 men, a squad could no longer be
carried in the 3/4-ton trucks. At the direction of Maj.
Gen. Courtney Hodges, Chief of Infantry, the design of
the G-502 series trucks was modified to create a 48-in.-
longer 6x6 vehicle. Most of the mechanical and some of
the sheet metal parts were the same as those used in the
3/4-ton series. However, the transfer was a dual ratio in
the 1 1/2-ton version, while a single-speed unit was
used on the 3/4-ton trucks.

Although Chrysler's Fargo Division handled
government contracts, the trucks were all built at
Dodge's Mound Road truck plant in Detroit.

Certain components were strengthened in the
design, and many of these changes were incorporated
into subsequent 3/4-ton production as well.

Two models — the WC62 and WC63 — of the G-507

Like its 3/4-ton siblings, the big Dodge's spare tire blocked the driver's
entrance.

100 STANDARD CATALOG OF U.S. MILITARY VEHICLES

were mass-produced. The only difference was that the
WC63 was equipped with a Braden MU2 winch. Early
models had a Zenith 29-BW-12R carburetor, while later
trucks used the Carter ETW-1 carburetor.

About 43,000 of these trucks were produced.

, a - hte
This G-502 is a beautifully restored WC-62 owned by Bruce Gray. The turn
signal under the front fender and the license plate holder are not original.

The long wheelbase of these ‘trucks affords today’s collector a much
smoother ride than you might expect. They were intended to transport a
rifle squad in the canvas-enclosed rear area of the truck.

ees

The WC-63 was essentially the same truck as the WC-62, differing a in its PTO-driven Braden MU-2 winch. Initialh : t
5,000-Ibs., but an increase in wire rope size from 3/8 to 7/16 in. allowed the rating to be raised to 7,500 ibs. ( ATTY pheiayeaes pee a ne

Army photo)

1 1/2-TON TRUCKS

International M-3-6

GENERAL DATA

MODEL Wwcé2 WC63

NET WEIGHT 12,450 Ibs. 12,450 Ibs.

GROSS WEIGHT 7,250 Ibs. 7,250 Ibs.

nner EOAD B00 Ws: ele Less well known than the G-507 family of Dodge-built
WIDTH 82.75 82.75 1.5-ton 6x6 trucks is the International Harvester M-3-6.
HEIGHT 87 87 This very rare truck was produced in extremely limited
ae pt eoi78275 a IeSTORTS quantities for the U.S. Marine Corps.

TIRE SIZE 9.00 x 16 9.00 x 16 Just as Dodge had stretched its 3/4-ton 4x4 WC-51
MAX SPEED 50 mph 50 mph design to produce the WC-62/WC-63, International
poe Sytyen Set stretched its 1-ton M-2-4 to produce the M-3-6.
ELECTRICAL 6 neg 6 neg The M-3-6 used a Hendrickson rear suspension and
FEANSNISSION , 3 Thornton locking rear differentials. Powered by the
BE ENeEER International 233-cid six-cylinder engine through a four-
SPEEDS 2 2 speed transmission and two-speed transfer case, the
Lae 27 27 truck had impressive off-road capabilities.

Overall dimensions listed in inches.
*Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL Dodge T-223
NUMBER OF CYLINDERS 4

CUBIC INCH DISPLACEMENT 230.2
HORSEPOWER 76 @3200
TORQUE 180 Ibs.-ft. @ 1200
GOVERNED SPEED (rpm) 3200

Collectors often refer to “open-cab” trucks, and the term certainly applies
to the International Harvester designs built for the Marine Corps. (Photo
courtesy of the Patton Museum)

This M-3-6 was raphed during testing without its bed. The rugged business-like appearance is typical of International military trucks. (Photo
courtesy of the on Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES ]Q]

1 1/2-TON TRUCKS

G-874 Gama Goat

Throughout the 1950s and 1960s, the Army had
ongoing programs to improve its mobility. The Gama
Goat grew out of such a program.

The XM561 was built by the Chance-Vought Aircraft
Company. It used an articulated coupling between the
front and rear sections that allowed body roll, pitch, and
turn, while still transmitting power the rear axle. This
articulation was designed by Roger L. Gamaunt, whom
the vehcle was named after.

The earliest prototypes used an air-cooled Chevrolet
gasoline engine, but by the time designed had advanced
to the pre-production prototype stage, that power plant
had been replaced with a Detroit Diesel 3-53 engine.

After development by Ling-Temco-Vought, the vehicle
was classified standard in June of 1966 and bids were
solicited for production. Kaiser Jeep and Consolidated
Diesel Electric Company joined Ling-Temco-Vought in
the bidding. CONDEC was awarded a contract for 14,000
trucks at $14,825 each.

The Gama Goat, though supposedly amphibious,
was only marginally successful in the water. The mid-
engine machinery layout placed the engine in the

pererr ts me

The Gama Go:

102 STANDARD CATALOG OF U.S. MILITARY VEHICLES

‘ibility. The early-type engine housing cover has an angular look. (U.S. Army photo)

operator’s compartment, at shoulder level for the driver
and co-driver. The resulting noise level of 95 decibels
required operators to wear hearing protection.

The vehicles were propelled in the water by their
wheels, and both units had bilge pumps installed.
Swimming these vehicles can be dangerous, and
requires a very slow (2 mph) entry into the water from a

& eel
This vehicle is a pre-production prototype,
As the M561 neared the end of its service life, the Army issued more
restrictions on swimming. Some were deemed not capable of swimming
operations. (Photo courtesy of the Patton Museum)

SAMY
IF 0518

TON TRUCKS

eax 2 cast Nasa = ‘ : =
The M561 could be operated with no canvas at all. This vehicle has also had it windshield stowed, allowing the lowest possible profile. What appears to
be hubcaps on Gama Goats are actually the outboard-mounted brake drums. (U.S. Army photo)

: >
i slo) a fenders and sloping engine compartment provided extreme flexibility, and kept the Gama Goat's tires in contact with the ground. (U.S.
rmy photo

STANDARD CATALOG OF U.S. MILITARY VEHICLES 103

1 1/2-TON TRUCKS

gently sloping firm embankment. Amphibious operations
should not be attempted in currents exceeding 4 mph.
The aluminum body was foam-filled for additional
buoyancy.

The truck had independent coil suspension on the
front and rear axles, and transverse leaf on the center
axle. Limited-slip differentials were installed in all axles.
An unusual feature of these trucks is that they did not
carry spare tires. In the event of a flat, one of the center
wheels was to be used as a spare and a truss and brace
fitted to support the center of the vehicle.

Early vehicles had a cover for their engines made of
aluminum sheet with square corners. On later vehicles
the engine compartment cover was made of steel, and
had rounded corners. The windshield did not fold down
as it did on most tactical vehicles, but it was removable.
Normally the vehicles are equipped with a vinyl top, but
a hard arctic top kit was available. Noise levels in the cab
are even higher when it is installed.

An 8,000-lb.-capacity front-mounted winch was

available for these vehicles.
Delivery of the Goat began in the early 1970s, and
almost immediately the vehicles were subjected to a
$5.6-million improvement program to correct problems
in the steering and driveline.

Although some M561s were employed in Vietnam,
the trucks never really filled their roll as a go-anywhere
carrier which, coupled with their reputation for
unreliability, lead to their replacement with the HMMWV
in the late 1980s and early 1990s.

GENERAL DATA

MODEL M561
NET WEIGHT 10,200 Ibs.
GROSS WEIGHT 7,300 Ibs.
LENGTH 226.6
AXLE SPACING 80.7
WIDTH 84
HEIGHT 90.8
WIDTH 83
TRACK 72

TIRE SIZE 11.00-18
MAX SPEED 55 mph
FUEL CAPY 28 gal
RANGE 420 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 4
TRANSFER

SPEEDS 2
TURNING

RADIUS FT 29

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

VALUES

6 5 4
All models 2,000 3,000 6,000

SCARCITY

Scarcity 3

M792
10,200 Ibs.
7,300 Ibs.
226.6
80.7

90.8

72
11.00-18
55 mph
28 gal
420 mi
24 neg

4
2
29

Detroit Diesel 3-53
3

159.3
103 @ 2800 rpm
217 Ibs.-ft. @ 1500 rpm

2 1

3
8,000 10,000 12,000

Many of the Gama Goats received the four-color MERDC 1 aint gchar . Thi
the abs (US. Arey phate} pi e. is truck has a soft top, but all the top panels are installed, totally enclosing

104 STANDARD CATALOG OF U.S. MILITARY VEHICLES

2 1/2-TON TRUCKS

G-508 AFKWX-353

Some of the more unusual “deuce and a halfs” used
by the U.S. military during WWII were the G-508 series
AFKWX-353 trucks. They are also one of the harder
vehicles to collect, with only 7,235 produced.

Production of these trucks began in 1942, and the
truck shared many mechanical components with its
contemporary, the CCKW-353. The engine (except for
intake and exhaust), transmission, transfer case, axles,
and cross-members were all CCKW components. Even
the canvas cab cover on the later open-cab models was a
CCKW part.

The big advantage these trucks had, in the eye of the
Transportation Corps, was that even though the external
dimensions were basically the same as the CCKW-353,
the trucks had a larger cargo bed. The first 250 trucks
had a 15-ft. steel cargo bed. Later production trucks had _ 0
a wooden cargo bed. Beginning in 1944, the chassis Was From the rear, the AFKWX-353 resembled a closed-cab CCKW, complete
lengthened by 2 ft. with a corresponding change to the _ with the toolbox located in the rear bed sill. (Photo from Bryce Sunderlin
cargo bed. The military-style cargo bed was replaced with collection)

This is the AFKWX-353 in its earliest form, with a closed cab and 15-ft. steel cargo bed. (Photo from Bryce Sunderlin collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 105

2 1/2-TON TRUCKS
pares:

This photo was taken in May of 1942. Although not shown in these photos, a canvas bed cover could be fitted to protect the AFKWX-353 cargo. The cab
did not tilt. Engine maintenance was quiet laborious, requiring the removal of much sheet metal. (Photo from Bryce Sunderlin collection)

“ ~ ~ xX ‘ 4 2
z 2 = 3 ee f *
This is the AFKWX-353 in its final form. The 15-ft. all-steel military style bed has been replaced with a 17-ft. wood cargo bed that looks more like a civilian
commercial bed than a military bed. The closed cab has given way to the open-topped, canvas-covered style as well. (U.S. Army photo).

106 :

TANDARD CATALOG OF U.S. MILITARY VEHICLES

. more commercial bed, and the truck was designated
427. The first 671 trucks had a closed cab (model
615), the later trucks used a military-style open cab
model 1620). The cargo beds are unique to these trucks,
ind almost impossible to find.

The first 60 of these trucks, with closed cabs and 15-
t. steel cargo beds, bore registration numbers USA
192732 through 492791. The next 250, also with closed
‘abs and steel cargo beds, were assigned USA 4209047
hrough 4209297. The trucks with closed cabs and
vooden 15-ft. cargo beds were assigned 4209298
hrough 4209658, omitting number 4209558.

The open-cabbed trucks with 15-ft. wooden cargo
yeds were given USA 4209558, USA 4300109 to
1300458, USA 4484334 to 4484952, and USA 4549571
o 4550161. The first 4,000 of the M427 type with the
ypen cab and 17-ft. cargo body were assigned 4738470
0 4742469. The registration numbers of the final 1,000
rucks built, chassis AFKWX-9248 to AFKWX- 10247, are
anknown.

None of these vehicles were equipped with winches.
[he U,S, military ceased using these during the 1950s,
although they remained in foreign service, including with
the French Army, until much later.

GENERAL DATA

2 1/2-TON TRUCKS

MODEL AFKWX-353 M427

NET WEIGHT 10,800 Ibs. 11,950 Ibs.
LENGTH 266 1/2 289 1/2
WIDTH 86 1/4 86 1/4
HEIGHT 106 106
TRACK INSIDE 49 1/4 49 1/4
TRACK OUTSIDE 86 1/4 86 1/4
TIRE SIZES 7.50- 20 7.50-20
MAX SPEED 45 mph 45 mph
FUEL CAPY 40 gal 40 gal
RANGE 300 mi 300 mi
ELECTRICAL 6 volt 6 volt
TRANSMISSION

SPEEDS 5F1R 5F1R
TRANSFER SPEEDS 2 2

TURNING

RADIUS FT 35 R, 34L 35

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL GMC 270
NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 269.5
HORSEPOWER 91.5 @ 2750 RPM
TORQUE 216 Ibs.-ft. @ 1400 RPM
GOVERNED SPEED (rpm) 2750

VALUES

6 5 4 3 2 1

All models 700 1,500 5,000 10,000 12,000 15,000

SCARCITY

Scarcity 4

Although spel its rear fender, this late AFKWX-353 does have its spare tire and all the cab canvas in place. The sides of this style bed are completely

removable, allow’

ing easy side loading with forklifts. (Photo from Bryce Sunderlin collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 107

2 1/2-TON TRUCKS

-G-508'"CCKW

The GMC CCKW is generally considered to be the
truck that won WWII. It was a medium-duty all-wheel-
drive 2 1/2-ton truck. The CCW was an almost identical
truck, but lacked the front-wheel drive.

The trucks were built in both long (164-in.) and short
(145-in.) wheelbase versions. The short-wheelbase

Some of the short-wheelbase CCKWs were built with winches,

and some had M32 ring mounts installed on them. This truck is one of a fairly small

version was the GMC model CCKW-352, and the long-
wheelbase truck was known as the CCKW-353. The
CCKW-353 was intended as a general-purpose cargo
truck and personnel transport, while the CCKW-352 was
built as a prime mover for the Field Artillery, towing
75mm and 105mm weapons. Production was begun
initially at the Yellow Truck and Coach plant in Pontiac,
Michigan, but in September 1942 another production
line was set up in the St. Louis Chevrolet Assembly
Plant. In mid-1943, a corporate restructuring caused

percentage that were equipped with both. (National Archives and Records Administration photo collection)

The CCKW-353 was intended to be a general-purpose transport

108 STANDARD CATALOG OF U.S. MILITARY VEHICLES

vehicle 6

Like the
particular truck is equipped with a PTO-driven self-recovery winch. (Photo courtesy o'

‘CKW-352, it was originally equipped with a closed cab. This
f Bryce Sunderlin collection)

2 1/2-TON TRUCKS

- =

As the war continued, the closed cab of the CCKW-352 gave way to the open cab, and the steel cargo bed was replaced with one of wooden construction,
as seen here. (Photo courtesy of Bryce Sunderlin collection)

A driver’s-side view of the open-cab CCKW-352. The liquid container bracket on the driver's side running board was also a late-war addition to the
production line. (Photo courtesy of Bryce Sunderlin collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 109

2 1/2-TON TRUCKS

Yellow Truck and Coach to become General Motors
Truck and Coach Division, with an associated change in
the data plates.

Some of the trucks were built with winches. The
cargo beds were initially steel, but in August/September
1942 the trucks began using wooden beds, and finally in
January 1944 a body of composite steel and wood
construction began to be used.

The earliest models had fully enclosed cabs, but

= . eid

these were replaced in production during 1942 with the
military standard open cab.

The earliest trucks all used axles built by Timken,
which had a split differential design. As production levels
increased, Timken was not able to supply enough axles,
and GMC was authorized to begin using axles of its own
design in addition to the Timken units. Trucks built with
the Timken axles have serial numbers ending in -1,
while those with the GM axles have serial numbers

The fuel tanks on the long-wheelbase CCKW-353 trucks were mounted beneath the bed on the passenger's side. This closed-cab truck sports an M32

ring mount and M2HB .50-caliber machine gun. (National Archives and Records Administration photo)

The military class 335 and 530 fire trucks were conversions done by the military on CCKW chassis. The conversion I
conversion kit and the cannibalization of a class 325 4x2 fire truck. (Photo courtesy of United States “Army Engineer Senco tiigtery onic "9 oh

110 STANDARD CATALOG OF U.S. MILITARY VEHICLES

This is the only known short-wheelbase dump truck, built on a CCKWX
chassis in 1941. (National Archives and Records Administration photo)

ending in -2.

The earliest production trucks were equipped with a
25-amp, 6-volt, positive ground electrical system. In
mid-1942 the trucks began to be produced with a 40-
amp, negative ground system that was still 6-volts. All
these vehicles were equipped with vacuum-assisted
power brakes, althought two different styles of Bendix
Hydro-Vac systems were used.

The CCKW was fitted with a greater array of body
types than any other WWIl-era vehicles.

In addition to cargo trucks, the following body types
were among those installed (this is not a complete list):
— CCKW Dump truck: These trucks look very much like

the CCKW cargo trucks, but they were equipped with
dumping beds made by either Gar Wood or Heil. These

Fl ae

pare the a trucks, the long trucks also evolved into open-cabbed trucks with wooden cargo beds. (Photo courtesy of Bryce Sunderlin

2 1/2-TON TRUCKS

trucks were often grossly overloaded, as the bed was
the same size as the cargo bed, but the loads were
often much denser. A moveable partition was provided
in the dump body that was to be raised when used as
a dump truck. This was to contain the load in the rear
of the bed to prevent the truck from tipping over when
the bed was raised loaded.

— CCKW Water tanker: The CCKW water tanker was

intended to transport potable water. The provision
was made for heating the tank with exhaust gases to
prevent freezing.

— CCKW Fuel tanker: The CCKW fuel tanker had twin

350 fuel tanks mounted on the back. The tanks were
emptied by gravity.

by :

Extensive testing showed that larger single tires provided better
performance off road than did the dual wheels more commonly used. A kit
was made available to fit DUKW wheels and tires to CCKWs when
extensive off-road use was anticipated. (Photo courtesy of the Patton
Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES J] ]

2 1/2-TON TRUCKS

This 1942 photo of a closed-cabbed fuel tanker truck was taken at Holabird, Maryland. The bed actually houses two separate fuel tanks. The racks
alongside the tanks were used to store auxiliary fuel cans. (National Archives and Records Administration photo)

raphed in 1944 in South Bend, Indiana. Notice the damage

ape

lower front corner of the bed of this otherwise

to the

This typical CCKW tipper was photo:
factory-fresh truck. (U.S. Army Photo)

112 STANDARD CATALOG OF U.S. MILITARY VEHICLES

2 1/2-TON TRUCKS

By 1944, GMC was still building fuel tankers, but there had been subtle detail changes, including fitting an open cab. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES ] 13

2 1/2-TON TRUCKS

ort aa a, \y x Hy
Certain Army Engineer units were provided with Le Roi air compressors mounted on CCKW chassis. Both open- and closed-cab chassis were used,
(Photo courtesy of U.S. Army Engineer School History Office)

1
}
|

pnealnielc service truck is often confused with the CCKW fuel tanker, but they were two very different trucks. This sleek airfield service truck is owned
Ny e' rause.

‘DARD CATALOG OF U.S. MILITARY VEHICLES

114

— CCKW Fuel Service: These trucks were equipped with
beds built by Heil. They had a 750-gallon fuel tank,
and pumping equipment to fuel and lube aircraft.

—CCKW Air Compressor: Designed for Corps of
Engineers use, these trucks were equipped with a Le
Roi model 105G compressor driven by a Le Roi model
D318 gasoline engine. A clutch connected the engine
to the compressor. Tool cabinets surrounded the
compressor/engine assembly, forming a walkway.
These cabinets held a wide variety of tools, including
paving breakers, clay diggers, a chain saw, wood-
boring machine, and rock drill, all pneumatically
operated. Contrary to other references, the Le Roi

This truck is easily confused with the M27 family of bomb service trucks.
It is a standard CCKW that has been fitted with a wrecker set number 7.
The bracing is different, the hoist much heavier, and the monorail much
shorter than those on the Bomb Service trucks. (National Archives and
Records Administration photo)

72 > eI
«rhe tool compartments alongside the Le Roi 105G comp:
>u. ft. per minute, and was powered by

STANDARD CATALOG OF U.S. MILITARY VEHICLES

2 1/2-TON TRUCKS

manual lists the capacity of this compressor at 105
cubic feet per minute.

— M27/M27B1 Bomb Service truck: The M27 Bomb
Service truck was equipped with a wooden body on
which the Earnest Holmes company had installed a
frame work and trolley-mounted chain hoist. These
trucks were factory-equipped with electric trailer

“~ - = ~ = - —
The M27B1 as shown here was essentially the same truck as the M27, only
in this case the cargo bed was of composite wood and steel construction.
Mounted on the sideboards of the bed is sectional railroad-type track (the
curved section is visible attached to the inner side of the bed). These
tracks were used with a dolly to position the bombs properly under
aircraft. (U.S. Army photo)

. _ “ “ed > Shae
ressor held a variety of pneumatic construction tools. The compressor had a capacity of 105
its own four-cylinder engine. (Photo courtesy of U. S. Army Engineer School History Office)

115

2 1/2-TON TRUCKS

brake controls. The M27B1 was the same truck, only
with a composite construction bed.

— CCKW Stock Rack: The cavalry still used horses in the
early part of WWII, and the Army ordered these trucks
to transport them and other livestock.

— Class 530 Fire Truck: The vehicles came from the
installation of a conversion kit on a CCKW chassis.
The conversion kit was developed to combine a CCKW
and a 325 pumper to yield a pumper on a tactical
chassis. In September 1944, the designation of this
conversion equipment was changed from Class 535 to
Class 335. With its front-mounted pump it could
discharge up to 500 gpm and up to 250 psi water

The M27 Bomb Service truck featured this large trolley and hoist
mechanism which was used to lift bombs in and out of the body. Notice
the spotlight mounted on the front hoist support. The cargo body of the
M27 was built of wood. (U.S. Army photo)

pressure. Coupled to the all-wheel drive chassis, it
was a formidable piece of firefighting apparatus. On
December 6, 1945, the Class 530 truck was
reclassified as Fire-Fighting Equipment Set Number
18. Some of these conversions were also converted to
single rear wheels by installation of DUKW wheels and
spacers.

— CCKW Ponton Bolster: The trucks, with bodies made
by the Canastota Division of Oneida (who would later
build the bodies of the R2 crash trucks), were created
to tow slip pole bolster trailers hauling the M4 floating
bridge. The trucks had a vacuum-actuated slackless
pintle hook, and all had the front winch. Many of

Early in the war, a limited number of CCKWs were produced with livestock
racks. The vehicle shown here is one of a handful of CCKWX trucks built
with stock racks, but the CCKW version was identical externally, except for
the rear view mirror mounting. (National Archives and Records
Administration photo)

Many of the bomb-handling trucks had the bomb hoist apparatus installed by Chattanooga’s Earnest Holmes Company. The trucks shown in the far left

International Towing and Recovery Museum)

11G STANDARD CATALOG OF U.S. MILITARY VEHICLES

of this photograph have had the hoists installed, while the trucks in the foreground await installation of the bomb handling gear. (Photo courtesy of

2 1/2-TON TRUCKS

these trucks had single DUKW wheels all around, [RRYepopoy.wN
rather than the standard dual rear wheels and

ENGINE MAKE/MODEL GMC 270
smaller tires. NUMBER OF CYLINDERS 6
Some trucks were outfitted as mobile kitchens, CUBIC INCH DISPLACEMENT 269.5

Fi : : HORSEPOWER 91.5 @ 2750
others had earth-boring equipment installed. JoRQuE 216 Ibs.-ft 4400 rpm

Decontamination apparatus was mounted on others, GOVERNED SPEED (rpm) 2750
while some were used by medical units as operating

rooms, laboratories, or dental units. MANAUS

Some CCKW trucks were intended to be transported 6 5 4 3 2 1

by aircraft, and had their frames split just behind the pense closed 200 fe00 £000 £000 ons 15,000

cab to allow the truck to fit inside contemporary cargo 6cKw.3s3 closed 200 1/000 41000-7000 9.000” 13,000

aircraft. Large flanges were bolted together to rejoin the | CCKW-353 open 200 900 3,500 6,000 9,000 12,000

halves CCKW dump 500 1,500 6,000 9,000 12,000 16,000

i CCKW water tank 500 1,000 3,500 7,500 9,500 14,000

CCKW fuel tank 500 1,000 3,500 7,500 9,500 14,000

GENERAL DATA CCKW airfield sve 500 1,000 3,500 7,500 9,500 14,000
CCKW compressor 800 1,500 6,000 9,000 11,000 16,000

MODEL CCKW-352 CCKW-353 M27/M27B1 bomb 1,000 3,000 9,000 12,000 18,000 20,000

NET WEIGHT 10,350 Ibs. 11,250 Ibs. Engineer shop 1,000 3,000 9,000 12,000 18,000 20,000

-ENGTH 244 7/8 256 1/4 Ordnance Shop 500 1,000 3,500 7,500 9,500 14,000

WIDTH 86 1/4 86 1/4

eau . $3 [SCARCITY

TRACK INSIDE 49 1/4 49 1/4 SCARCITY

TRACK OUTSIDE 86 1/4 86 1/4 CCKW-352 closed 3

TIRE SIZES 7.50-20 7.50-20 CCKW-352 open 3

MAX SPEED 45 mph 45 mph CCKW-353 closed 2

=UEL CAPY 40 gal 40 gal CCKW-353 open 2

RANGE 300 mi 300 mi CCKW dump 3

=LECTRICAL 6 volt 6 volt CCKW water tank 4

TRANSMISSION CCKW fuel tank 4

SPEEDS 5F1R 5F1R CCKW airfield svc 5

TRANSFER CCKW compressor 4

SPEEDS 2 2 M27/M27B1 bomb 5

TURNING Engineer shop §

AADIUS FT 34 R, 34L 35 Ordnance Shop 4

verall dimensions listed in inches. Note: Other variants are too rarely sold to establish values.

he mobile s' shown here is housed in a model ST-5 bed. This is an early shop truck as evidenced by its closed-cab chassis, chevron pattern tires,
nd use of the ST-5 bed. Seventeen different types of mobile repair shops were mounted in these type trucks. The ST-5 body was superceded by the ST-
body. (Photo courtesy of United States Army Engineer School History Office).

STANDARD CATALOG OF U.S. MILITARY VEHIC

2 1/2-TON TRUCKS

The engineer-type bodies had sides that opened up, with the lower portion hanging down to form walkways, and the upper portion hinging to form
awnings. (Photo courtesy of United States Army Engineer School History Office)

The GMC plant produced only one of these Signal Corps K-53 vans, although others may have been created using cab and chassis. (U.S. Army photo).

118 STANDARD CATALOG OF U.S. MILITARY VEHIC

G-501 DUKW353

The DUKW was developed by GMC to provide the
\rmy with a means to transport equipment and men
rom ship all the way to the beach, and some distance
»eyond, without the need to transfer the cargo. It is a
ully amphibious 2 1/2-ton 6x6 truck.

The super-secret Office of Scientific Research and
Development received a letter from MG Jacob Devers on
March 20, 1942. The project was assigned to Palmer
Sosslett Putnam, which contracted on April 21 with the
Yellow Truck and Coach Division of General Motors to
lesign build and test the new vehicle. A wooden mockup
vas completed on April 27, and testing of the pilot model
»egan of June 2, 1942.

The automotive components of the DUKW were
»ased on the G-508 series GMC trucks, but it is less
videly known that the hull was designed by 1937
\merica’s Cup winner Roderick Stephens.

The DUKW was standardized in October 1942, and
sroduction began immediately at the Yellow Coach plant
n Pontiac, Michigan, which was also home to CCKW
sroduction. Initially, the truck received only a lukewarm
eception from the Army, but a twist of fate was to raise
he DUKW’s profile within the military.

The DUKW was to be demonstrated to a group of
nilitary officers near Provincetown, Massachusettes, in
Jecember 1942. Coincidentally, on the night of
Jecember 1, a storm of near-hurricane force struck that
rea. The Coast Guard yawl “Rose,” on anti-submarine

2 1/2-TON TRUCKS

patrol, began to break up in the storm. A Coast
Guardsman aware of the impending DUKW
demonstration, contacted Stephens, who took a team of
photographers with him in a DUKW and proceeded to
sea in the face of the storm and rescued the Rose's crew.

Nevertheless, the DUKW was not fully appreciated by
many in the military until after its successful use during
the invasion of Sicily. After that, the DUKW’s place in
history was sealed.

Demand for the DUKW became so great that a
second production facility had to be added — this one at
the Chevrolet plant in St. Louis. Production totaled
21,147 vehicles by the time production ceased at war's
end. Because of its unique abilities, the DUKW was not
fazed out of service by the U.S. military until the 1950s.

Because the DUKW was rushed into production,

The DUKW was designed from the outset to mount the M36 ring mount. It
is shown here with the M2 HB .50-caliber machine gun mounted. (U.S.
Army photo)

alte £
S

‘hown here is one of the earlier DUKWs. Notice that the windshield is mounted vertically. In June 1943 the design was changed to have a sloping

/indshield. The rearmost reflector was moved in February 1943 to prevent it from being obscured by rope fenders. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES |] 19

fyi

tH}

Since this is an early DUKW, the spare tire is mounted on t

he driver’s side. In May 1943, the spare tire was relocated to a similar position on the
passenger's side. The DUKW used single 11:00-18 tires on combat wheels in all positions. (U.S. Army photo)

mad

This is a later-production vehicle, as can be seen by the sloping windshield and relocated spare tire. However, this truck was built prior to September
1943, when a central tire inflation system was added. In November 1943, when the passenger’s side rear view mirror was eliminated. The wheels wells
have been fitted with skirts. (U.S. Army photo)

120 STANDARD CATALOG OF U.S. MILITARY VEHICLES

2 1/2-TON TRUCKS

here were many running changes made during the
sroduction run. A serious restorer would need to do

-areful research on their individual vehicle, rather than
estoring a vehicle based on the photographs shown

lere.

IENERAL DATA
AODEL DUKW353
VEIGHT NET 14,880 Ibs.
iROSS 20,055 Ibs.
AAX TOWED LOAD 7,500 Ibs.
ENGTH 372
VIDTH 98.875
1EIGHT 106
VIDTH* 51.5/75 1/16
RACK 63.875
IRE SIZE 11.00-18
NAAX SPEED
AND 50 mph
VATER 6 mph
'UEL CAPY 40 gal
ANGE
AND 240 mi
VATER 50 mi
LECTRICAL 6 neg
RANSMISSION
iPEEDS 5
RANSFER
iPEEDS 2
URNING
(ADIUS FT 35 R, 36L

verall dimensions listed in inches.
Inside/outside width at tires.

INGINE DATA

NGINE MAKE/MODEL
JUMBER OF CYLINDERS
UBIC-INCH DISPLACEMENT
ORSEPOWER

ORQUE

OVERNED SPEED (rpm)

[ALUES

6 5 4
ll models 3,000 5,000 10,000

The driver's compartment of the DUKW was considerably more
complicated than that of the normal land-based cargo truck. The lever on
the instrument panel, just to the right of the steering column, controls the
central tire inflation system. (U.S. Army photo)

GMC 270
6

269.5

91 @ 2750 rpm

216 Ibs.-ft. @ 1400 rpm
2750

3 2 1
14,000 18,000 20,000

ustrated here are the major mechanical components of the DUKW. At the far left is the pintle hook, with the winch just above it. The prop and the rudder
e visible, and the hydrovac can be seen just forward of the rear axles. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES [2]

2 1/2-TON TRUCKS

G-630 Studebaker &

ry °

Reo US6 Truck

The US6 trucks were designed by Studebaker Corp,
of South Bend, Indiana, to be competitive with the GMC
CCKW or the IHC M5-H6 6x6 trucks. Production began
in South Bend in June of 1941 and continued through
August of 1945, totaling 197,678 vehicles.

These trucks, like the White M3A1 Scout Car and the
Ford M8 and M20 armored cars, were powered by the
320-cid Hercules JXD six-cylinder engine. The proper
engine for the US6 has the Studebaker spoked logo cast
into the manifold. The US6 used the same transmission
and transfer case as the GMC CCKW, and even the
Timken axles were the same as those used on many of
the GMCs.

Most of these trucks have a hardtop cab based on
the civilian Studebaker M-series cab. This was not the
same as the later M-series military cab. Rather,
Studebaker used letters to denote its various truck
models, J, K, M, ete. The civilian cab was modified by the
addition of a swing-out windshield with top-mounted

were also built with non-powered front axles. (U.S. Army photo)

122 STANDARD CATALOG OF U.S. MILITARY VEHICLES

All the G-630 series trucks were not six-wheel drive, as can be seen in this view of a Studebaker model US6 6x4 short-wheelbase tractor. Cargo trucks

vacuum wipers, metal interior panels, and military
instruments.

Another source of confusion regarding designations
for these trucks comes from Studebaker’s number
system. The U.S. model was built with a number of body
codes. These codes were U1 through U13. The brake
system employed by Studebaker was not the Hydrovac
system that GMC used, but instead was a vacuum-
boosted system.

These trucks were produced in short (148-in.) and
long (162-in.) wheelbases, and in 6x6 and 6x4 form.
Since the 6x4 version was intended for on road use only,
its weight classification was 5-ton, whereas the 6x6
version was rated using the traditional off-road system of
2 1/2 tons. During December of 1942, production of the
US6 with an open cab was begun. However, this was not
to the liking of the major user of the US6 — the Soviet
Army — and production reverted to the closed cab in
March of 1943, with only about 10,000 of the open-
cabbed trucks having been completed.

Reo Motors of Lansing, Michigan, was contracted to
build copies of this truck in addition to the output of
Studebaker. The 22,204 trucks that Reo built were
indistinguishable from the Studebakers, except for the
data plates.

2 1/2-TON TRUCKS

~<a, tt a

hile Studebaker developed what was to become the alloy standard open cab, cnt a few of the US6s were built with the open cab. The biggest user
| the US6, Russia, preferred the closed cab. Open-cabbed US6s are very rare today in the U.S. (National Archives photo)

e vast majority of the US6 models were all-wheel-drive cargo trucks like this one. This vehicle is having its bed mounted in Studebaker’s downtown

uth Bend, Indiana, plant. This is an early production truck, as is evidenced by the Studebaker nameplate on the grille. (Photo courtesy of Bryce
inderlin collection)

STANDARD CATALOG OF U.S. MILITARY VEHICLES |] 2¢

2 1/2-TON TRUCKS

US6 Models

US6 —_U1 SWB cargo without winch
US6 U2 SWB cargo with winch
US6 U3 LWB cargo without winch
US6 —_-U4 LWB cargo with winch
US6 —_U5 LWB 750 gallon tanker

US6x4 U6 SWB Semi-tractor
US6x4_ U7 LWB cargo without winch
US6x4 U8 LWB cargo with winch

US6 —_U9 LWB cab and chassis without winch
US6 U10 SWB Rear Dump without winch
US6 U11SWB Rear Dump with winch

US6 —_U12SWB Side Dump without winch
US6 —_U13 SWB Side Dump with winch

Note: US6x4 production stopped in July 1945, with
the last all-wheel-drive version being built the following
month.

GENERAL DATA

MODEL US6 Cargo US6 Dump
NET WEIGHT 10,485 Ibs. 10,760 Ibs.
GROSS WEIGHT 16,095 Ibs. 20,760 Ibs.
LENGTH 265 1/4 238 5/8
WIDTH 88 88
HEIGHT 88 88
WHEELBASE 157 148
TREAD 62.25 62.25
TIRE SIZE 7.50-20 7.50-20
MAX SPEED 45 mph 45 mph
FUEL CAPY 40 gal 40 gal
RANGE LAND 240 mi 240 mi
ELECTRICAL 6 6
TRANSMISSION

SPEEDS 5 5
TRANSFER

SPEEDS iz 4

Overall dimensions listed in inches.
Note: Specifications above are for trucks with winch, without winch
reduce weight 610 lbs. and length 14 3/4 in.

ENGINE DATA

ENGINE MAKE/MODEL Hercules JXD

NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 320
HORSEPOWER 86 @ 2800
TORQUE 200 Ibs.-ft. @ 1150

GOVERNED SPEED (rpm) 2800

124 STANDARD CATALOG OF U.S. MILITARY VEHICLES

VALUES

6 5 4 3 2 1
1,500 2,500 6,000

All models 10,000 14,000 18,000

In addition to cargo trucks and tractors, 6 design could also be
equipped as dump trucks or tanker trucks. (National Archives and
Records Administration photo)

he US6 was also adapted for use as a fire truck, as shown in this builder’s
photograph taken by Seagrave Fire Apparatus. (Photo courtesy of Richard
Adelman collection)

While the final US6 trucks had metal-enclosed cabs, the beds were made
of wood. (U.S. Army photo).

Remmi e

x . ie aE : =
The US6 trucks were built by Reo and Studebaker. This Reo example, ironically, was photograp!
Trucks from the two makers were indistinguishable from each other. (U.S. Army photo).

hed in December 1944 at the Studebaker Proving Ground.

(OR claw | International

With the build up of U.S. armed forces prior to the
‘ginning of WWII, purchases of 6x6 trucks from
ternational Harvester began in 1941 with the M-5-6
[-military, 5,000-lb. capacity, six-wheel drive). Five
indred of these trucks were purchased: 425 SWB
ithout winch, 25 SWB with winch, 25 LWB without
inch, and 25 LWB with winch. Production of these
hicles was completed in 1942.

Essentially, all these vehicles were shipped to the
viet Union, as were some 3,000 LWB cargo trucks
cking the front axle drive (model M-5-6x4). All of these
ucks were closed-cabbed vehicles, with the cabs being
rived from International's K model civilian trucks.
1ese trucks were powered by the International FBC-
8B 318.4-cid straight six-cylinder engine with a five-
eed Fuller transmission and an International two-
eed, four-shaft transfer case. Hendrickson walking
‘am suspension was used on all production models.

Once it was decided that the International would be
e standard Navy and Marine Corps 6x6, some changes
‘re made and the model became the M-5H-6. The
gine was upgraded to the 360.8-cid FBC-361B, the
ar axles were equipped with Thornton self-locking
ferentials, and the tire size increased from 7.50-20 to
25 x 20. The locking differentials provided the
ternationals with off-road performance superior to
at of the CCKW or US6. Most of the USMC vehicles
re equipped with a 10,000-lb.-capacity PTO-driven
nt winch and an open cab.

After 2,782 of these trucks were produced, the

THL- £15 JON DS00/B0U0

2 1/2-TON TRUCKS

engine was again upgraded, this time to the RED-361B
— the smallest of the Red Diamond engines produced by
International. The front-end sheet metal of the IH was
unlike that of the GMC and Studebaker 6x6s, and the
hoods of the IH opened from the side in the butterfly-
style similar to that of the Dodge G-502 series.

Most of the M-5-6 trucks were equipped with steel
military cargo bodies similar to the steel beds used on
the CCKW, but the later M-5H-6 trucks used a different
cargo bed with a steel floor and either wooden or steel
sides. On the long-wheelbase cargo trucks the spare tire
was stowed in a recess on the outside of the cargo bed
between the cab and the tandems.

The Internationals were fitted with a variety of beds
in addition to the cargo beds, including dump, pipeline,
tanker, telephone, and fire trucks. More than 30,000 of
these trucks were built.

GENERAL DATA

MODEL M-5H-6 cargo
NET WEIGHT 13,400 Ibs.
GROSS WEIGHT 23,400 Ibs.
LENGTH 270
WIDTH 88
HEIGHT 98
WHEELBASE 169
TREAD 64.5

TIRE SIZE 8.25-20
MAX SPEED 46 mph
FUEL CAPY 61 gal
RANGE LAND 350 mi
ELECTRICAL 6
TRANSMISSION

SPEEDS 5
TRANSFER

SPEEDS

Overall dimensions listed in inches.
Note: Specifications here are for trucks with winch, without winch
reduce weight 610 lbs. and length 14 3/4 in.

» Marines used the International 6x6s for many purposes, including adaptation to fire trucks. (Photo courtesy of Richard Adelman collection)

STANDARD CATALOG OF U.S. MILITARY VEHIC

2 1/2-TON TRUCKS

Like their GMC and Studebaker counterparts, the IH 2 1/2-ton trucks also came in a short-wheelbase version for use as an artillery prome mover. (Photo
courtesy of the Military History Institute)

Ant 20%,

wl Sea 5 . =
Tractor versions of the International, like all the IH short-wheelbase trucks, had their fuel tanks mounted transversely behind the cal
of the Military History Institute)

12G STANDARD CATALOG OF U.S. MILITARY VEHICLES

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

VALUES

6 5 4 3 2 1
1,500 2,500 6,000 10,000 14,000 18,000

International RED-361-B
6

360.8 rpm
111 @ 2650 rpm

All models

se ei
This International 2 1/2-ton truck is marked for the biggest US user of the
IH 6x6s — the U.S. Marine Corps. Once the locking differentials were
installed on late rmodels, the M-5H-6 became the most highly mobile
conventionally laid-out U.S. 6x6 ever produced. (Photo by James Petralba,
courtesy of Fran Blake collection)

G-742

When most people think of post-WWII U.S. 6x6
trucks, the image that comes to mind is that of the G-

2 1/2-TON TRUCKS

The M34 was the base vehicle for the G-742 series. This example was
photographed shortly after the trucks were ordered in 1949. (Photo
courtesy of the Patton Museum)

742. Developed originally by Reo Motors, and dubbed the
Eager Beaver, this truck was also built by a number of
other firms.

The U.S. military learned many automotive lessons
during WWII, and even before hostilities ceased, it set
out to apply these lessons to new vehicles. This process
culminated with the Conference on Qualitative
Requirements for the Tactical Type Ordnance Transport
Vehicles in May of 1949. This conference established,
among other things, a need for a new family of 2 1/2-ton
6x6 cargo trucks. Three types were outlined: a 12-ft.
body with single tires, 12-ft. body with dual tires, and a
17-ft. body with dual tires. The need for various other
vehicles sharing this common chassis was also defined.
The specifications of these vehicles had been previously
drawn up as Joint Army Navy specification T-712, in
December 1948.

Reo completed preliminary work on this series truck
by April 1949, and the requirements were finalized in

STANDARD CATALOG OF U.S. MILITARY VEHICLES 127

2 1/2-TON TRUCKS

May of the same year. Pre-production pilot models were
quickly tested, and by 1950 production of these vehicles
was in full swing. By the time production ceased in the
mid-1980s, the Reo design had been produced by no less
than 10 companies, including Reo Motors, Studebaker,
Studebaker-Packard, Curtiss-Wright, Kaiser-Jeep, and
AM General. The truck’s style has become very familiar.
Ranging from the M35 cargo truck to variants as exotic
as nuclear missile launchers, this chassis mounted
dozens of different bodies for specialist use.

The Reo-designed OA-331 inline six-cylinder 331-cid
gasoline engine originally powered these vehicles. Later
the same power plant was license built by Continental as
its model COA-331.

In the late 1950s, the military was keenly interested
in developing engines that could run on more than one
type of fuel. Aware of this, Continental licensed M-A-N's
“whisper engine” design, which utilized a combustion
process that Continental dubbed Hyper-Cycle
combustion. After extensive tests, this engine was
adopted and installed in the G-742 series trucks. This
engine was an inline six model LDS-427-2 Multifuel
engine, with 427-cid displacement. These engines were
able to burn diesel, jet fuel, kerosene, or gasoline, or any
combination of these, without adjustment or
modification. The cargo truck version of the G-742 series
powered by this engine was the M35A1. Initially, trucks

A Multifuel engine also powered the M35A2 and M35A2C (drop side, shown here), this time an LDT-465 version. Various exhaust systems were u:
5 5 5 5 ised
horizontal muffled, vertical muffled, and vertical non-muffled. The non-muffled exhaust was used with the turbosupercharged engine (US. Army photo

128 STANDARD CATALOG OF U.S. MILITARY VEHICLES

with high front axle loadings continued to use the gas
engine, due to concern about the considerably higher
weight of the Multifuel engine.

The LDS-427-2 was replaced with the LD-465 series
of multi-fuel engines in the M35A2 series, which are
slightly larger (478 cid) and more reliable. These engines
were naturally aspirated, with the exhaust exiting above
the righ-side tandems as they had on previous trucks.
Later production vehicles used a vertical exhaust, with
the muffler beneath the passenger's side of the cab.

Because of the huge amounts of smoke that were
characteristic of the LD-powered truck, the LDT-465
series, which is turbosupercharged, was developed. The
turbosuper charger on these engines was not intended
for power enhancement, but rather to clean up the
exhaust. The exhaust stack was vertically oriented and
slightly larger than the previous model. No muffler was
used. All the Multifuel engines have compression
ignition. :

A modernization program implemented in the 90's
will insure that these trucks will serve well into the new
century, now being powered with Caterpillar diesel
engines.

All of these trucks can run through water 30 inches
deep without modification, and a quickly installed
accessory kit will allow the truck to run completely
submerged.

2 1/2-TON TRUCKS

eS 2S ee
of the LDS-427-2 Multifuel engine and overdrive transmission. This
photo of an M35A1 on a test course shows the rear suspension travel. (U.S. Army photo)

Due to its length of service, and popular size, there 190-in.-Wheelbase Cargo Trucks
are more variants of this series than any other vehicle The M36 was the first af ithe vebiicles in this extra
ever in the US Arsenal. : k 3 :
Listed below are some of dhe more popular versions [ang whetbase serie, Like dhe MS, it was powered Py
bir Giese) (euch), bUc, thls sis byinoyanéans =a \compleye wheels. None of the 190-in.-wheelbase cargo trucks have

wiles troop seats in the rear, although the sideboards on the
(oV.V Vevey. 15,6) <<} bed resemble troop seats. The right side of the bed
154-in.-Wheelbase Cargo Trucks swings down (drop side) to allow forklift loading of cargo.

The M36C was essentially the same truck as the M36,
but in its cargo bed there were special appliances for

These are what the military refers to as long- transporting missiles

wheelbases truck.

; The M36A1 was a Multifuel long-wheelbase cargo
The initially cargo truck built was the M34. This
truck featured a 12-ft. cargo box with wheel wells to le powered by the LDS-427-2 and overdrive

accommodate the 11.00-20 single tires. The superior off-
road performance offered by single tires was cause for
the military's preference for them at the time.

The M35 was the same vehicle, with dual 9.00 x 20
rear wheels and a cargo bed without wheel wells. It was
intended for use primarily on roads hauling cargo,
although, like the M34, its bed had fold-down troop
seats.

The M35A1 was the first of the Multifuel-powered
cargo trucks. The engine was an LDS-427-2, and the
transmission was now an overdrive-equipped unit to rig wy
compensate for the slower-turning compression ignition hey
engine. Like its predecessors, a foot switch engaged the
starter.

The M35A2 was the next development, and it was
initially powered by the LD-465 478-cid naturally
aspirated engine. The LDT-465 turbosuper charged
engine, known as the “clean burn engine,” superceded
this. The starters on these engines have a solenoid
mounted on them, which is controlled by a push-button u =~

switch on the dashboard. Like most G-742 series trucks, this M36A2 has a soft-top cab closure. The
fuel racks on the front fender of the truck shown are non-standard.

When the 465 engine series engines were installed in
the M36 and M36C-type trucks, they became the M36A2
and M36A2C. All the cargo trucks, regardless of
wheelbase, were available with and without PTO-driven
front winches.

STANDARD CATALOG OF U.S. MILITARY VEHICLES ] 2

2 1/2-TON TRUCKS

= * aianies % 2s. Ee » 2 “7 a ~
This 1968 Kaiser M36A2 is representative of the longest cargo version of
the G-742. The truck shown here, owned by Cecil Jones, is equipped with
a hardtop cab enclosure. The passenger's side of the bed of the M36A2
hinged down in two sections to facilitate side loading. (Photo courtesy of
Cecil Jones)

The fuel tank of the M275 series was a special long unit located on the

driver's side in the space normally occupied by a M35's toolbox and spare
tire. (Photo courtesy of John Winslow and Bruce Kubu)

142-in.-Wheelbase Trucks

The 142-in.-wheelbase vehicles are referred to as the
short wheelbase trucks. These were not built in carge
truck form, but other models discussed later used this
wheelbase.

Tractor Trucks

The G-742 series tractors came in two sizes: the
M48, which was built on the standard 154 -in.-
wheelbase chassis; and the M275, M275Al1 and
M275A2, which were 142-in.-wheelbase trucks.

The tractor trucks, regardless of wheelbase, were
equipped with a fifth-wheel assembly, mounted at the

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5
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is
:

The M275 was a shorter-wheelbase tractor, which resulted in a reat
arrangement of fuel and air tanks, as well as toolboxes. The version showr
here is the later M275A2 model. (Photo courtesy of TacticalTruck.com)

Frame extensions and ramps were mounted at the rear of the M275 chassis to ease coupling with improperly placed trailers. (Photo courtesy of the

Patton Museum)

130 STANDARD CATALOG OF U.S. MILITARY VEHICLES

A.F.F.BOARD NR 2
TEST OPERATION

The M48 was the 154-in.-wheelbase tractor version of the G-742. A spare tire was carried behind the cab, and the trucks used the standard fuel tanks

and toolboxes. (Photo courtesy of the Patton Museum)

rear of the chassis, which was used to couple to the
towed of the semi-trailer. Air hose and electrical cable
connections for semi-trailer service were stowed on the
airbrake hose support, that was mounted behind the
cab. A deck made of nonskid plates bridged the frame
between the hose support and the fifth wheel, so the
operator could safely connect the inter-vehicular cables.
Pioneer tools were stowed on a rack forward of the fifth

=
— =

AFFB2

wheel. Air and electrical connections were also provided
on the chassis rear cross-member, near the rear pintle,
to allow towing of a standard trailer. The airbrake hand-
control valve, used for semi-trailer airbrake control, was
mounted on the steering wheel column. The M275 and
M275A1 were not equipped with spare tire assemblies or
toolboxes. The tools for these trucks were stored in the
cab. Gasoline engines powered the M48 and M275, the

is M47 was photographed in almost-new condition. The M47 was a short-wheelbase dump truck using single 11.00 x 20 tires. (Photo courtesy of the

Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 13]

2 1/2-TON TRUCKS

M275A1 used the LDS-427 engine, and the M275A2
used the various models of -465 Multifuel engines
discussed above.

Tractor trucks were available both with and without
winches.

There were several varieties of dump trucks built in
this series. In establishing requirements for these new
vehicles, both a single-tired and a dual-tired version of
the new 2 1/2-ton truck with a 9-ft. dump body were
planned.

By April-May 1953, these two different versions were
adopted to replace the World War II the 2 1/2-ton dump
trucks.

The new items were as follows:

Although the M59 looked like a dual-wheeled M47, the bed of the M59 was
wider. Note the position of the air reservoirs, common to the M47, M59, and
M275. (Photo courtesy of the Patton Museum)

view &2
eee

The M47 was equipped with a 2 1/2-cubic-yard
metal dump body secured on a subframe to which thi
hydraulic cylinder was attached. The hydraulic hoist
pump was driven from a transmission power takeof!
similar to the unit used to drive the winch. However, the
dump truck PTO was equipped with an accessory drive
which provided a rearward-facing output shaft. The
hydraulic hoist driver's control lever for dump bod:
operation was located in the cab to the left side and
behind the driver's seat. The spare wheel and toolbox
were mounted behind the cab. These trucks used a 142
in.-wheelbase chassis and were equipped with 11.00-2C
single tires.

The dump truck M59 was similar to the M47, except
for the tire size and body width. The M59 was equipped

The XM342 was developed to correct problems with the earlier trucks.
including the issue regarding bed/wheel positioning. Although the truck
used the standard 154-in.-wheelbase chassis, it had repositioned aii
tanks. (Photo courtesy of the Patton Museum)

a A F

Like the M275, the M47 used the long fuel tank on the driver's side in place of the standard passenger's side tank. (Photo courtesy of the Patton Museum)

132 STANDARD CATALOG OF U.S. MILITARY VEHICLES

2 1/2-TON TRUCKS

CONARC BPNOT
TEST
OPERATION

ne - = * . ° hs

= > * MS =s -. =
base dump trucks’ inability to transport a squad of men and their gear. (Photo courtesy of the Patton Museum)

The cab protectors of the M47 and M59 were removable to reduce shipping height. The close positioning of the rear of the bed and the rear wheels
caused some problems in the eyes of some of the test personnel. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 133

2 1/2-TON TRUCKS

Pa
2

Although it is generally believed that machine gun mounts could not be added to dump trucks, this photo shows that, at least in the case of the M342,

it was possible. (Photo courtesy of the Patton Museum)

across the body.

After early models of the XM47 2 1/2-ton dump
truck had been procured and issued to the field, but
before their adoption as the M47, a number of
complaints about its operation and the size of its body
were received from the field. The body was 3 ft. shorter
than that of the WWII 2 1/2-ton dump truck in an effort
to prevent the overloading that was common with the
earlier CCKW-based trucks.

In April 1953, AFF Board No. 2 tests showed that the
M47 and M59 were not only too small to accommodate a
squad of combat engineers with full equipment, but also
that they were too difficult to load, and discharged their
loads too close to the rear axle. Because it was
impossible to correct this without a redesign, in
February 1954 the Ordnance Corps began a sub-project
for the development of a new dump truck with an 11-ft.
body, to be designated the XM342.

Like the predecessors, the M342 body was secured
on a subframe to which the hydraulic hoist cylinders
were attached. Unlike the M47 and M59, which had one
lift cylinder each, the M342 was equipped with two
hydraulic hoist cylinders. The hydraulic oil reservoir was

eave martes. yo >
equipment was housed behind these
tankers. (Photo courtesy of Memphis

= a a aia
The fuel dispensing and meterin
doors on the rear of the M4gA2e
Equipment Company)

134 STANDARD CATALOG OF U.S. MILITARY VEHICLES

located in the forward cross-member of the subframe.
The hydraulic hoist pump is driven from the
transmission power in the same manner as the other
models, and the controls are placed and function in the
same manner. The M342 used a 154-in.-wheelbase
chassis and were equipped with 9.00 x 20 dual tires.
Only the M342 versions were further developed to
include Multifuel engines. The dump trucks were
available with and without PTO-driven front winches.

Fuel Tank Trucks

Various Fuel Servicing Tank Trucks were built as
part of this family: the M49, M49C, M49A1C and
M49A2C. The 1200-gallon fuel tank body was divided
into 200-, 400-, and 600-gallon compartments. Access to
each compartment was through a manhole, equipped
with a manhole and filler cover assembly. Side skirts and
running boards on each side of the tank body had
sockets for mounting top bows and top tarpaulin with
end covers to camouflage the fuel tanker as a cargo
truck. The tank body sections could be filled or emptied
by use of the delivery pump, which was mounted in the
rear compartment. The pump was driven from a power

‘ é po
Fuel supplies are a constant issue on the battlefield, and the M49 series
tankers were built to provide fuel transportation and distribution abilities
to troops in the field. This is an M49A2C, the final development of the fuel
tanker series. (Photo courtesy of Memphis Equipment Company)

take-off mounted on the transfer case. The delivery line
gate valve assemblies and two fuel dispensers with
nozzle assemblies were provided to control the discharge
of fuel. The tank body shell is extended beyond the rear
tank bulkhead to form a pump compartment at the rear
of the body. The M49 did not have provisions for towing
a trailer, but subsequent models did. Tanker trucks
M49C, M49A1C, and M49A2C were equipped with an
aviation gasoline segregator kit. Tank trucks M49A1C
and M49A2C were equipped with LDS-427 and LDS-465
Multifuel engines, respectively.

The M49A2C did not have wheel wells made into the
bed. All these trucks used a 154-in.-wheelbase chassis
and were equipped with 9.00-20 dual rear tires.

The fuel tankers were available with and without
PTO-driven front winches.

2 1/2-TON TRUCKS

Water tank trucks were included in this series of
trucks as models M50, M50A1, and M50A2. The 1,000-
gallon water tank body was divided into 400- and 600-
gallon compartments. Access to each compartment was
through a manhole like that of the fuel tanker, but
equipped with inner and outer manhole covers. Each
compartment was filled through a filler cover and
strainer. Delivery pump and valve controls were mounted
in a rear compartment. Tank sections could be filled or
emptied by use of the delivery pump that was driven by
the transfer case power takeoff. Two delivery line gate
valves, two water nozzles, and three discharge hoses
were provided to control the discharge of water. An
insulated heating chamber below the tank protected the

Administration photo)

This March 1952 photo of the top of an M50 shows the placement of the manholes and hatches used to fill the tank. (National Archives and Records

Although the M50 had dual 9.00 x 20 tires, it had wheel wells in the bed. (National Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 135

2 1/2-TON TRUCKS

[abe ee ests 1a)

— - — 2 — <a t a a8 a i “J
Like the M49, the M50 trucks had the pump assembly in the rear compartment. (National Archives and Records Administration photo)

13G STANDARD CATALOG OF U.S. MILITARY VEHICLES

‘ank or pipes against freezing during severe weather.
Like the fuel tanker, the running board and side skirts

yn each side of the tank had sockets for installation of

the top bows and tarpaulin with end curtains for
camouflage. On the M50 gasoline engine driven tank
‘ruck, proper engine speed was maintained by the engine
auxiliary governor during delivery pump operation.

On the M50A1 and M50A2 427 and 465 Multifuel
engine tank trucks, proper engine speed during delivery
pump operation of 1000 to 1100 rpm was to be observed
on the tachometer. This was to be controlled by the
yperator using the hand throttle. All these trucks used a
154-in. wheelbase chassis and were equipped with 9.00
-20 dual rear wheels.

The water tankers were available with and without

PTO-driven front winches.

2 1/2-TON TRUCKS

Two different wrecker-type trucks were built as part
of this series: the Light Wrecker Truck M60 and the
Crane Truck M108. The M108 was intended for material
handling, and the M60 for recovery work. However, it
was found that the M60 was too light for many recovery
operations, and ultimately both these trucks were
replaced in service with 5-ton medium wreckers.

Both trucks had a body platform with an Austin-
Western revolving hydraulic crane with an 8,000-lb. lift
capacity. The platform was a steel frame surfaced with
welded and bolted safety-tread plate. The crane was
mounted in an opening in the center of the platform and
secured to both platform and chassis frames. Again,
sockets were provided along the sides of the platform for

The operator's station of the XM108 was mounted on the side of the boom shipper. It housed controls to maneuver the boom, shipper, and hoist. (Photo

>ourtesy of the Patton Museum)

The XM108 was intended to provide using units w
vinch of a wrecker. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 137

2 1/2-TON TRUCKS

The XM60 bed had sideboards to retain the recovery equipment it carried, and a large winch was mounted in the rear of the bed. (Photo courtesy of the
Patton Museum)

installation of top bows and tarpaulin with end curtains
for camouflage purposes. Four outriggers were attached
to the platform frame, two on each side, to remove the
load weight from truck springs and wheels and to
stabilize the vehicle during lifting of heavy loads. The
operator's compartment was attached to the crane
shipper support. The compartment, containing controls
for operating the crane, revolved with the crane. The
hardtop, windshield and wipers, and cab heater for the
operator's compartment could be installed for inclement
weather. An engine auxiliary governor was used to hold
engine speed at 1700 rpm during crane operation. A
hydraulic pump driven from the transfer power takeoff
supplied hydraulic pressure for the crane.

Three floodlights were mounted on the wrecker bed
for night operation. An electric brake lock was provided
to lock the service brake for additional wheel braking
action during crane operation.

Lockout bars were installed on the rear springs to
relieve springs of extreme weight during lifting and
towing operations. Some wrecker crane trucks were
equipped with a front winch.

The M60 light wrecker trucks were equipped with a
power divider and a 15,000-Ib.-capacity rear winch. All
these trucks used a 154-in. wheelbase, were gasoline
powered, and were equipped with 9.00-20 dual rear
tires.

12-ft. Van Trucks

The M109, M109A1, M109A2, M109C, M109A3,
M185, M185A1, M185A2, and M185A3 were all van
trucks.

The M109A2, M109A3, M185Al1, M185A2, and
M185A3 were equipped with the multi-fuel engine. All
the trucks had 12-ft. van bodies, which were mounted on
subsills to raise the body and eliminate the need for

138 STANDARD CATALOG OF U.S. MILITARY VEHICLES

wheel housings. Two side-hinged doors were mounted in
the rear of the body. The right door was equipped with a
latch that could be padlocked. The left door could be
opened only from the inside of the body. Ladders were
provided for access to the inside of the van; and access
to the roof of the van. The body had side windows with
screens and blackout curtains, and a_ front
communication door. The bodies were wired for truck-
supplied 24-volt DC or outside supplied 115-volt AC
power for lighting, accessories and tools. Heating and
ventilating accessories were available to provide
satisfactory working conditions in temperatures from
125°F. to -25°F. The body was waterproofed for fording to
a depth of 8 ft.

All van trucks were initially equipped with the
hardtops. These trucks used a 154-in. wheelbase,

‘ea
Sr ea aS le
The M109 family went through the various engine upgrades. This example
is powered by the LDT-465. Notice the three-window van body. (Photo
courtesy of TacticalTruck.com)

2 1/2-TON TRUCKS

The earliest M109 trucks had five windows per side. In later models, this was reduced to three per side. (National Archives and Records Administration
photo)

The M109 trucks also had provision for mounting bows, allowing canvas to be fitted to disguise the vehicle as a cargo truck. (National Archives and
Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 139

2 1/2-TON TRUCKS

The Mi 09 canvas
gasoline-powered chassis, and were equipped with 9.00
-20 dual tires.

The vans were available with and without PTO-driven
front winches.

17-ft. Van Trucks

These van trucks were equipped with the M4
expansible van body. The expansible van body had two
rear access doors, and single access doors on either side
of the body. Two ladders were provided for access
purposes.

The side access doors could be used only when the
van body was in the expanded position. The expansible
van body was designed to expand to about twice the
volume it enclosed when in the retracted or traveling
position. This was achieved by expanding side panels,
actuated by expanding and retracting mechanisms, and
counterbalanced hinged roof and floor sections. All
systems, including lighting, heating, air conditioning,
and blackout protection were operable in both the
expanded and retracted positions.

Four windows, equipped with brush guards, insect
screens, and sliding blackout panels, were located in
each side panel. Two stationary windows were located in
the rear doors. An opening designed to accommodate
intercom facilities, normally covered by a removable
plate, was located on the left rear panel toward the top.

140 STANDARD CATALOG OF U.S. MILITARY VEHICLES

v RB" Kane
‘hives and Records Administration photo)

The telephone entrance jack and the auxiliary power
cable entrance power were located on the left rear panel
near the bottom. The pioneer tool bracket and power
cable entrance réceptacle were located on the right rear
panel. A bonnet, extending from the front panel of the
van, housed the two heating units and the air-
conditioning unit. The electrical system included a 24-
volt DC circuit for vehicular light operation, and 110-volt
and 208-volt circuits for auxiliary equipment operation.

This M292A2 has had its heaters removed, but the final form of the M4
body, with four windows per side, is visible. This truck is powered by an
LDT-465 engine.

2 1/2-TON TRUCKS
™>

hen fully ent the volume of the XM292 bed was almost doubled. The exhaust stacks above the cab were for the heaters. (Photo courtesy of the
atton Museum)

This photo, taken during the XM292 expansion process, shows the sides partially cranked out, and the roof and floor sections swinging into place.
(National Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES |] 4]

2 1/2-TON TRUCKS

A van was needed that was bigger than the M109, so an expansible van
was developed. This is a late prototype of the M292, which differed from
production units only in detail, including the number of windows. (Photo
courtesy of the Patton Museum)

The high voltage was supplied by a M200 trailer-
mounted generator towed by the van truck.

The M292 was powered by the gasoline engine, the
M292A1 was powered by the LDS-427 engine, and the
M292A2 used the LDS-465 Multifuel engine. All these
trucks used a 190-in.-wheelbase chassis and were
equipped with 9.00-20 dual rear tires.

The expansible vans were available with and without
PTO-driven front winches.

Telephone Construction & Maintenance Truck
The V-17A/MTQ body was designed for Signal Corps

use during telephone construction and maintenance

work and had seven compartments built into the side

panels of the body for storage of tools and equipment.
The compartments were accessible through hinged doors
on the outside of the panels.

Other openings in the side panels provided access to
the drum shaft and auxiliary shaft of the rear winch
assembly. A collapsible cable reel was installed on this
shaft during wire handling operations. A manually
rotated revolving platform assembly was mounted on top
of the body.

The non-elevating platform was supported by a
brake ring frame secured to the front end of the body. A
guardrail assembly was welded to the platform as a
safety measure. A pole derrick assembly was provided for
use when moving, erecting, and pulling poles. This

Although the bed of the V-17A/MTQ looks odd for a military truck, it was
based on contemporary civilian designs. Extensive stowage
compartments were provided both inside and outside the bed. (Photo
courtesy of John Adams-Graf)

RA PD 204514

The companion vehicle for the V-17A/MTQ was the V-18A/MTQ pole setter and earth-boring machine. It was equipped with a large auger to dig holes for

telephone poles. (U.S. Army photo)

142 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The V-17A/MTQ was used by the Signal Corps for line work. The rotating
platform mounted on the top front of the bed provided access to overhead
structures. This truck is missing its brush guard. (Photo courtesy of John
Adams-Graf)

derrick had three legs, with the center leg consisting of
three sections. The top section of the center leg mounted
a derrick sheave for use with a winch line from the rear
winch assembly.

When the derrick was in the travel position, it was
secured in a compartment of the vehicle by two derrick
leg hold-down clamp assemblies. With the derrick
stowed properly, the driver could not open his door. The
rear winch was mounted under a cover in the front end
of the body. Power for the rear winch was provided from
a transfer case power takeoff. The winch was controlled
through a control lever linkage from the truck cab. The

SS SS

OR 1aN88

2 1/2-TON TRUCKS

V-17A/MTQ was also equipped with two-wheel chock
with chain assemblies, two support legs, and a
collapsible cable reel.

These trucks used a 154-in.-wheelbase, gasoline-
powered chassis and were equipped with 11.00-20 single
tires and front winches.

Earth-Boring Machine & Pole Setter Trucks

These trucks were for use by Signal Corps units
when building communications lines.

The earlier truck, the V-18A/MTQ, was based on a
wheel-well-equipped M34 body modified to mount a rear
winch assembly and an earth-boring machine. The rear
winch assembly was mounted on the body behind the
cab. The earth-boring machine was mounted on the rear
end of the body platform. The boring machine received
its power from the power divider. A control lever
assembly, mounted on the boring machine, controlled
the operation of the earth-boring machine. The power
divider was operated from the cab through control lever
linkage similar to the one used in the V-17A/MTQ. The
V-18A/MTQ was also equipped with two support legs
and two wheel chocks with chain assemblies. Entry was
gained via access steps and grab rings mounted at the
rear of the body. These trucks used a 154-in.-wheelbase,
gasoline-powered chassis and were equipped with 11.00
-20 single tires.

The M764 earth-boring machine and pole setter
truck was the Multifuel version of the V-18A/MTQ truck,
with additional modifications. The body and auxiliary
equipment for this truck were mounted on a modified
M45A2 multi-fuel chassis with dual 9.00-20 rear wheels.
The rear of the frame of this truck has additional

The M764 was the improved model pole setter/earth borer. In addition to a multi-fuel-powered dual wheel chassis, it had a more modern boring machine

and hydraulic outriggers. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES ] 43

2 1/2-TON TRUCKS

reinforcement.

The M764 truck utilized a modified M35A2 cargo
body with a clearance opening incorporated in the body
floor for the winch mounting frame and boring machine
mounting base. Detachable holders were provided on the
body for stowage of five earth augers, a collapsible cable
reel, pole-pulling jack, and pike poles.

The M764 body utilized the same bows, staves, and
body tarpaulin as the M35A2 cargo body. Stave pockets
were incorporated between the body side panels and
staves. A cutout was provided in the front end curtain to
fit over the derrick tube. No rear end curtain was utilized
because of the boring machine.

Differences Between the
V-18A/MTQ & M764 Model Trucks

Stowage facilities for the equipment accessories were
re-arranged due to the addition of 30-in. earth auger.
Additional brackets were added to inside body for
stowage of pike poles.

An outrigger hydraulic system was added to operate
the outrigger legs mounted at rear of M764 truck. The
outrigger legs were used in lieu of the support legs
mounted on the V-I8A/MT@Q truck.

The M764 truck utilized the model HDB2L boring
machine. This model machine was an improved version
of the HD machine mounted on V-l 8A/MTQ truck. Major
improvements were incorporated in the clutch case
assembly, control lever operating handle assembly and
linkage, and power leveling drive components. The
HDB2L machine was equipped with two-way power
leveling and a 16-ft. rack bar.

The M764 and V-18A/MTQ rear winches were
similar in construction, with the major differences being
in the drum, drive chain idler pulley assembly, mounting
frame, and worm drive sprocket configuration. The cable
level winder assembly and cable tensioner assembly were

(NFLAMMABLI
KEEP FIRE agit

School History Office)

144 STANDARD CATALOG OF U.S. MILITARY VEHICLES

This truck has a pipeline construction conversion kit installed. It is unloading a pumping unit here. (Photo courtesy of United States Army Engineer

added to the basic winch. The winch cable was increased
from 7/16 to 1/2-in. diameter. The rear winch cover was
not utilized on the M764 truck.

The M764 and V-18/MTQ power-dividers were
basically the same, with the differences being in the
shifting arrangement of each unit. The re-design and re-
location of the forward and reverse speed gears on front
output shaft, enabled the M764 power-divider to be
shifted directly from the NEUTRAL position to either
REAR WINCH or EARTH AUGER positions. The linkage
between shifting lever in cab and power-divider was re-
designed because of modifications made to the chassis
frame crossmembers.

A two-section cab protector, attached to the M764
rear winch mounting frame, was added to the M764
truck. The upper section of cab protector could be
removed to reduce the overall height of truck for
shipping purposes. Stowage facilities for the body bows
and staves, and wheel chocks were incorporated on each
side of cab protector. The upper section of protector also
served as a support for the boring machine derrick tube,
when derrick was in traveling position.

The 30-in. auger was added to the group of 9-, 12-,
16-, and 20-in. earth augers carried by the V-18A/MTQ.
The 12-, 16-, 20-, and 30-in. augers were similar in
construction with the major differences reflected in the
number of blades and thrust plates bolted to the auger
frames.

All the M764 and the V-18A/MTQ pole setter trucks
were equipped with front winches.

Pipeline Construction Truck

In the early 1950s, a pipeline construction body
conversion kit was developed by the Engineer Research
and Development Laboratory to convert an M35 cargo
truck into a pipeline construction truck.

In 1969, the M756A2 Pipeline Construction Truck

2 1/2-TON TRUCKS

toward the front of the body floor slightly off-center. Gin
pole brackets were provided on each side of the body side

frames for securing and carrying the gin poles that made
up the A-frame assembly. Tailboard brackets were
welded at each rear corner of the body-side frames to
accommodate the tailboard roller and allow for rear
mounting and stowage of the gin poles.

A winch and cab protector was located between the

cab and the pipeline construction body that housed the
rear winch and protected the cab. The top portion of the
winch and cab protector served as a platform to protect
the cab area, and to hold the gin poles during the raising
and lowering of the A-frame.

The rear winch provided for the M756A2 pipeline
construction truck was a modification of the winch that
was used on the front of G-744 series trucks. It was
chain driven directly from the transfer power take-off
sprocket. A drum sliding clutch was utilized to engage
and disengage the winch drum with drum shaft. A shoe-
type drag brake worked on the side of the drum to
prevent drum spin when free spooling the winch cable. A
drum lock poppet was provided to lock the drum when
the winch was not operating. This winch had 300 ft. of
1/2-in. cable with a maximum capacity of 20,000 Ibs. on
the first layer of cable.

To provide illumination for night winch operations,
two adjustable 24-volt floodlights were provided — one
mounted on each side of the winch and cab protector, A
separate switch located on the rear side of each light
housing operated each light.

When heavy loads were being lifted with the A-frame
mounted over the rear end of the body, telescoping stiff
leg jacks were positioned on the ground to support the
vehicle. When not being used, these leg jacks were stored
and locked in place within their own compartment,
located underneath the rear end of the body sub-frame.
For rear loading and unloading of skid-mounted
equipment and other heavy gear, a built-in roller with
auxiliary roller brackets was provided. This unit was
mounted across the rear end of the truck body flatbed.
Two gin poles were provided for making up the A-frame
assembly. The pipeline construction body was designed
so that the A-frame could be mounted on the rear or side

All the M756A2 trucks had front winches, although this one is missing its
cable. Clearance lights were mounted on the cab protectors of these
trucks. (Photo courtesy of TacticalTruck.com)

a a
The M756A2 was a purpose-built pipeline truck similar to the earlier
conversion kits. (Photo courtesy of TacticalTruck.com)

nt OBS eae

was tested at the Aberdeen Proving Ground. This truck
was factory built, rather than being a field-installed
conversion kit, and was based on the Multifuel chassis.
Beyond that it was essentially the same as the
conversion kit developed many years earlier. The

M756A2 pipeline construction body and auxiliary
equipment were mounted on a modified M45A2, 2 1/2-
ton, 6x6, Multifuel engine-equipped vehicle chassis with
dual 9.00 x 20 rear wheels.

The body was an open-top metal body with a wood-
metal reinforced wooden flat-bed. This truck body was
equipped with a winch and cab protector, rear-mounted
winch, two gin poles for constructing an A-frame, two
24-volt flood lights, tailboard roller, custom made tool
box, and stiff leg jacks for providing additional vehicle
Support. Weather protection for personnel and
equipment was provided by a cargo body tarpaulin with
end curtains supported by top bows. Front and side
cargo body panels with racks supported the top bows.
These panels and racks were removable for side loading.
The side cargo racks had built-in troop seats that
allowed the truck to double as a personnel carrier. The
body floor was equipped with provisions for mounting
two sheaves — one located at the rear, and the other

of the body flatbed. The A-frame could then be power
raised and lowered using the rear winch. When not in
use, the gin poles for the A-frame were stowed on each
side of the body. They were attached to the tailboard
brackets by links and secured on each body side by
clamps and wing nuts.

All the pipeline construction trucks were equipped
with front winches.

Class 530A Fire Trucks

In 1952, Howe Fire Apparatus Company converted
an M44 truck chassis into a pumper at the direction of
the Detroit Ordnance District. Dakota Fire Apparatus
also worked on developing a new tactical pumper. The
result of these tests was a new tactical fire truck
designated the Class 530A.

The 530A used a front-mounted pump as had its
WWIl-era, CCKW-based predecessor, and still stowed
much of its fire fighting equipment externally.

STANDARD CATALOG OF U.S. MILITARY VEHICLES |] 45

2 1/2-TON TRUCKS

No less than four chassis types were used to produce
the 530B series fire trucks. The first Class 530B,
developed in the late 1950s, continued to use a Reo-type
M44 chassis and gas engine similar to that used by the
530A. The difference was that the pump was relocated
mid-ships (driven by a transfer case PTO), and the
apparatus bed had compartments in which to stow the
gear. Initially, the Hesse Carriage Company produced
these beds, but in following years similar ones were also
produced by a number of makers. Some of these trucks
had the pump control panel enclosed, while most of
them did not. One theory is that enclosed panel was part

(A REEVL

of a winterization kit. Regardless, trucks with the
enclosed panel are extremely rare.

By late 1964, the 530B fire trucks were being built
on a chassis with single 11:00-20 tires and the Multifuel
fire trucks engine. These fire trucks seem to be the only
application of a Multifuel engine on a single-tire chassis.
The first multi-fuel trucks were built on the M44A1
chassis, and the apparatus bed builder, Ward LaFrance,
assigned the complete rig the manufacturer’s model
designation “M44A1WLF.”

When the chassis was changed to the M44A2
chassis, the trucks, then built by Fire Trucks Inc.,
carried the manufacturers model designation “530
BAM.” The winterized versions were known as “530

The 530A trucks were the first series of fire trucks built on the G-742 chassis. This Howe builder's photo shows the front-mounted pump and exposed

equipment stowage characteristic of this series. (Photo courtesy of Richard Adelman collection)

: Na ENN NETTLES a pe
igle 11.00-20 tires of the 530A, but featured a new enclosed bed and a midship-mounted pump. (Photo courtesy of Richard

14G STANDARD CATALOG OF U.S. MILITARY VEHICLES

BAWM..” Ward LaFrance built some of these winterized
trucks as well, using its own model number
“M44A2WLF-W.” It was at about this time that the rear
tool compartment below the pintle hook was eliminated.
Later production trucks used the dual rear wheel chassis
with the multi-fuel engine. Ward LaFrance assigned the
manufacturer's model number “M45A2WLF" to the units
it built, while American Air Filter used the simpler model
number “FT-500.”

0443857)

ad y
im ARMY AVIATION

2 1/2-TON TRUCKS

With the use of the helicopter becoming widespread
in Vietnam, there was a need to add aircraft crash and
rescue to the Army firefighters’ responsibilities. To aid in
this, the truck was again updated, becoming the 530C.
Improvements included replacing the 500-gpm Hale
pump with a 750-gpm Waterous, adding a pump and roll
feature, and the distinctive Feecon combination water
and foam deck gun, unique to this model. Like the 530B,

=
SUPPORT FACILITY

Later 530B trucks used dual 9.00 x 20 tires and multi-fuel engines, as shown in this example. Trucks in rear areas such as this one were initially painted
a traditional red. This was later changed to a safety yellow paint scheme. (Photo courtesy of Richard Adelman collection)

Fire trucks assigned to forward areas were painted in the standard tactical truck eae scheme, as shown here. The widespread use of | helicopters in
Vietnam spawned the last version of the 530 series, the 530C. The large nozzle on the roof, capable of dispensing foam, was the identifying characteristic
of 530C trucks. (Photo courtesy of Richard Adelman collection)

STANDARD CATALOG OF U.S.

MILITARY VEHICL

S 147

2 1/2-TON TRUCKS

The stowage compartments are open in this view, exposing some of the extensive array of e

ee a ee

quipment carried by the 530 series trucks. The 530C as

shown here also had a larger capacity pump than the earlier models. (Photo courtesy of the Patton Museum)

the 530C used four 6TL batteries. On previous models,
these were mounted in an enlarged battery box beneath
the passenger's door. On the 530C, these were relocated
to a special heavily insulated box beneath the pump
operator's panel.

Though appearing identical to the 530B, the body
also changed slightly, growing a couple of inches taller —
just enough, in fact, to make the compartment doors not
interchangeable. These trucks were built on chassis
made by AM General.

Both American Air Filter and Engineered Devices
built these trucks. Engineered Devices referred to their
truck as the Model 0814, while tAmerican Air Filter

Pe a
The M45 chassis was the basis for the enginee:
compressor. (Photo courtesy of D. Moss)

148 STANDARD CATALOG OF U.S. MILITARY VEHICLES

designated their standard version the FT750 and the
winterized version the FT750W. Depending upon the
type of use expected as the primary role for a truck, it
(like the 530B) was equipped with one of three
firefighting equipment sets. As with the 530B, this
equipment was largely stowed internally.

None of the Class 530 fire trucks had winches and all
used the 154-in.- wheelbase chassis.

Compressor Trucks

Certain G-742 series trucks were built with large air
compressors mounted in the space normally occupied by
cargo beds. These trucks were used by engineer units for

+ :
A Sav ae r 2S

Le aide

2 1/2-TON TRUCKS

The running boards beside the compressor housing are actually tool compartments, which, along wi

wide variety of tools carried by these trucks. (Photo courtesy of D. Moss)

construction work. All were built on winch-equipped
154-in.-wheelbase, gasoline engine-driven chassis. Two
variants are known to exist: the Le Roi 210G1 and the
Davey 210 WDS.

Le Roi 210G1

The Le Roi-design compressor was built exclusively
for the military. The engine/compressor was based on
the Le Roi H844 V8 engine block (as used in gas-burning
10-ton trucks). The driver's side cylinder bank is a 210
cubic-feet-per-minute single-stage compressor, while the
four cylinders on the passenger's side provided an engine
of 499 cu. in. to power to the compressor bank. At the
time they were built, the Le Roi Model 210 compressors
were unparalleled in weight and displacement, and they
had twice the capacity of the WWll-era units they
replaced. By building the engine and compressor as one
unit, the space and maintenance needs of a clutch unit
were eliminated.

According to Le Roi records, between June 2, 1952,
and November 25, 1953, 523 of these units were built for
the Army, along with 77 variants for mounting on GMC
truck chassis, and 687 similar units for the U.S. Air
Force. In addition, during the developmental stage 10

This is the compressor bank of the V-8 that formed the 210G1. (Photo
courtesy of D. Moss)

experimental units were built but never shipped. There
was no civilian equivalent made.

With its factory-original 15-in. unmuffled exhaust
pipe, it produced a unique (and loud) noise that would
undoubtedly disqualify it for clandestine operations!

When new, the compressor was delivered with a
number of pneumatic tools, including: an air-powered
circular saw, air-powered chainsaw, two paving
breakers, a sheeting driver, two clay diggers, a
pneumatic reversible wood drill, two rock drills, a nail
driver and rivet buster, a grease gun set, an air line oilers
gun, tire inflating equipment, and dozens of accessories
for these tools.

Davey 210 WDS

In the late 1950s, the Davey Compressor Company of
Kent, Ohio, built a number of its 210 WDS compressors
for the military. These compressors could be mounted on
either the M45 chassis, or the WWII era CCKW chassis.
Although the tools and performance of the 210 WDS was
similar to that of the Le Roi, it used a separate engine
and compressor components.

This Davey 210 WDS has been
The hose reels have been totally enclosed to prevent moisture from
freezing inside, and the insulation blanket is visible on the roof. (Photo
courtesy of United States Army Engineering School History Office, Ft.
Leonard Wood, Missouri)

uipped with an Arctic winterization kit.

STANDARD CATALOG OF U.S. MILITARY VEHICLES ] 49

2 1/2- TRUCKS

—= —

SEN

CY VRIES

The 210 WDS, like the 210G1, carried an extensive assortment of tools, but these units could also be used to supply air to other equipment. (Photo
courtesy of United States Army Engineer School History Office)

| Water Purification Trucks | 3,000-gallon-per-hour unit was mounted on the 190-in.-
Water Purification Trucks wheelbase chassis. All the water purification trucks were
Two different water purification sets have been

‘ : equipped with front-mounted, PTO-driven winches.
mounted on G-742-series chassis. The 1,500-gallon-per-

These units were designed to purify local water supplies
ur unit was mounted on the 154-in. chassis, and the anq yield drinking Sar puny bak

150 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The Water Purification Equipment Set, Diatomite
Mobile 1500-gph consisted of a water purification unit
mounted on a standard. M45 2 1/2-ton truck chassis, a
10-kw engine generator mounted on a standard 1 1/2-
ton trailer, two 1,500-gallon collapsible fabric water
storage tanks, a 30-day supply of chemicals, three
portable centrifugal pumps, and all accessories
necessary for continuous operation. The equipment for
the water purification unit was assembled in an
insulated and heated van body that was mounted on a
standard M45 2 1/2-ton truck chassis.

The water purification unit included: a continuous-
flow Erdlator-type solid contact clarifier, three chemical
feeders for the application of ferric chloride, pulverized
limestone, and calcium hypochlorite to the raw water,
one constant-rate variable pressure-type diatomite filter
with an electrically driven centrifugal pump, a constant
rate diatomite slurry feeder, and a panel board for
operating control of all the electrically powered

The large driver's side doors opened to form a work platform on these
trucks. This truck is being cleaned following a training exercise in
Germany. (Photo courtesy of the Patton Museum)

ree

This ERDLator, so named because it was developed by the Engineering
Research and Development Laboratory, is a 1,500-gallon-per-hour unit
mounted on a M45A1 chassis. These units were used to purify water.
(Photo courtesy of Memphis Equipment Company)

2 1/2-TON TRUCKS

components. The 10-kw engine generator that supplied
electric power for all the electrically driven equipment
was operated and transported on the 1 1/2-ton trailer,
and fabric tanks were erected adjacent to the truck-
mounted unit, providing a total storage capacity for
3,000 gallons of drinking water.

The complete set was transported in the truck-
mounted van body and in the 1 1/2-ton trailer towed
behind the truck, with the exception of the chemical
supplies. In field operations, storage space for the
chemicals was available for only 60 hours of operation.

The 3,000-gph Water Purification Set was essentially
an enlarged version of the 1500-gph unit. It was
mounted on a M46 2 1/2-ton truck chassis, with a 10-
kw engine generator mounted on a standard 1 1/2-ton
trailer. Two 3,000-gallon collapsible fabric water storage
tanks, a 30-day supply of chemicals, and three portable
centrifugal pumps were also provided.

The equipment for the water purification unit was
assembled in an insulated and heated van body that was
mounted on an M46-type truck chassis.

The water purification unit included: a continuous-
flow ERDLator-type solid-contact clarifier, chemical
feeder for adding ferric chloride, pulverized limestone,
and calcium hypochlorite to the raw water, two constant-
rate variable pressure-type diatomite filters with
electrically driven centrifugal pumps, a constant-rate
diatomite slurry feeder, and a panel board for operating
control of all of the electrically powered components.

Water purification trucks were built on both gasoline
and Multifuel-engined trucks.

aoe

2 sf .
The 3,000-gallon-per-hour purification units were mounted on M46-type
chassis. Shown here is one such unit mounted on an M46A2C chassis.
(Photo courtesy of TacticalTruck.com)

Mobile Shop Trucks

The Couse Model MEDL was a general-purpose
repair shop mounted on a 190-in.-wheelbase 2 1/2-ton,
6x6 truck chassis. The heated weather-proofed shop
enclosed machine shop equipment, a dynamotor-welder
driven by the truck’s engine, an electrical control cubicle,
a motor-driven air compressor, and had _ storage
compartments that contain complete tool kits and
accessories that were used in the repair and overhaul of
electrical and mechanical military equipment in the field.

STANDARD CATALOG OF U.S. MILITARY VEHICLES [5]

2 1/2-TON TRUCKS

The shop truck van body was fully illuminated for night work, and there was a combination wel
inside. (Photo courtesy of United States Army Engineer School History Office)

FB 9125-1-5

Initially, the large mobile shop sets were mounted on M46 chassis, like this Shop Set Number 2. However, the great weight of the equi ment prot
be too much for the 2 1/2-ton chassis, and later shop sets were built on 5-ton trucks. (U.S. Army photo) ‘ 4 3 alls gb

152 STANDARD CATALOG OF U.S. MILITARY VEHICLES

2 1/2-TON TRUCKS

FB 9125-1-3

The M46 Shop Truck’s unusual shop body opened up, forming a shaded work area and allowing access to the truck’s lathe, grinder, drill press, etc. (U.S.

Army photo)

weather. (U.S. Army photo)

The dynamotor-welder could also be driven by an
external electrical source of power or could be used as an
auxiliary power plant.

The sides of the truck were elevated by hydraulic
cylinders to provide a shade over the open workshop
area.

The extensive array of tools overloaded the 2 1/2-ton
chassis, and further developments of this shop set were
based on the 5-ton truck chassis

FA 9196.1. 67

These trucks were supplied with a large canvas tent and framework, which could be attached to the truck to form a large sheltered area during bad

LaCrosse Launcher

The heaviest-armed deuces were the LaCrosse
missile launchers.

The LaCrosse missile, built by Martin Marietta,
weighed just over 1 ton and was 19 ft. long. It had a
range of 11 miles, and flew at a speed of Mach .8. The
missile had a wingspan 9 ft. wide across its fins and the
fuselage was 20 in. in diameter. The guided missile
normally carried a single, 540-Ib. shaped-charged
warhead, although it could carry high-explosive
conventional, chemical and atomic warheads instead.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 153

2 1/2-TON TRUCKS

The operational version of the LaCrosse launcher was the M398. It mounted a more sophisticated helical-railed launcher on the dual-wheel M45 chassis.
(U.S. Army photo)

The M387 was the first of the G-742-based rocket launchers. These trucks
were built on the single rear-wheeled M44 154-in.-wheelbase chassis, and
were used to transport and launch LaCrosse missiles. (Photo courtesy of
the Patton Museum) Patton Museum)

The M387 missile was lowered to this position during transport. The
square launch rail was used for test purposes only. (Photo courtesy of the

154 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The W40 atomic warhead gave LaCrosse a variable
explosive yield in the low kiloton range.

The first G-742-based launcher, the M387 was built
on the M44 154-in.-wheelbase, gasoline-powered chassis
and was equipped with 11.00-20 single tires. From 1953
through 1957, the LaCrosse was tested using the M387.
However, the M387 would not be introduced into service
as an operational mount. It was felt that its simple
square-section launch rail would not be accurate
enough. The M387 was equipped with a PTO-driven front
winch.

The operational vehicle issued was the M398 Guided
Missile Launcher Truck, Helical Railed. The truck was
based on the M45 154-in.-wheelbase, gasoline-powered
chassis with dual 9.00-20 rear wheels. The M398 vehicle
became the operational mount for the LaCrosse Type I
Guided Missile in 1958. With the launcher in the
transport position, the M398 was 21 ft.11 in. long
overall, 7-ft. 10 in. wide, and 9 ft. 8 in. tall. The helical
rail of the M398 launcher gave a 500-degree per second
roll to the missile, which improved accuracy compared to
the M387-launched missile. The M398 did not have a
front winch.

A Gar Wood 10,000 Ib.-capacity PTO-driven winch
was installed on some of these trucks as mentioned
above. In addition to the winch, a variety of kits,
including hard tops, hot water and fuel burning
personnel heaters, and deep-water fording were
produced for these vehicles.

GENERAL DATA

GENERAL DATA, continued

2 1/2-TON TRUCKS

MODEL 154-wb van trucks 190-wb van trucks
WEIGHT NET* 15,231 Ibs. 20,609 Ibs.
WEIGHT GROSS* 20,581 Ibs. 25,959 Ibs.
MAX TOWED LOAD 10,000 Ibs. 10,000 Ibs.
LENGTH 263 324
WIDTH 969 96
HEIGHT 130 132
WHEELBASE 154 190
TIRE SIZE 9.00-20 9.00-20
MAX SPEED 58 mph 58 mph
FUEL CAPY 50 gal 50 gal
RANGE LOADED 300 mi 300 mi
ELECTRICAL 24 neg 24 neg
TRANSFER SPEEDS 2 2
TRANSMISSION
SPEEDS 5F 5F
TURNING
RADIUS FT 35.5 35.5
MODEL 154-wb tanker trucks M108-wb crane trucks
WEIGHT NET* 13,490 Ibs. 15,646 Ibs.
WEIGHT GROSS" 23,688 Ibs. 23,635 Ibs.
MAX TOWED LOAD 10,000 Ibs. 10,000 Ibs.
LENGTH 263 303
WIDTH 96 96
HEIGHT 97 99
WHEELBASE 154 154
TIRE SIZE 9.00-20 9.00-20
MAX SPEED 58 mph 58 mph
FUEL CAPY 50 gal 50 gal
RANGE LOADED 300 mi 300 mi
ELECTRICAL 24 neg 24 neg
TRANSFER SPEEDS 2 2
TRANSMISSION
SPEEDS SF 5F
TURNING
RADIUS FT 35.5 35.5
Note: All data given above is for gas-powered, dual-wheel trucks. For other
engines, adjust as shown below. Data given for trucks without winch, except
wreckers, which all had front winches.
Overall dimensions listed in inches.
*Add 650 lbs. to weight on vehicles powered by the Multifuel engine. Add
approximately 500 lbs. to weight and 14 in. to length for front winch.
ENGINE DATA
ENGINE MAKE/MODEL Reo OA-331 LDT-465-1C
NUMBER OF CYLINDERS 6 6
CUBIC-INCH DISPLACEMENT 331 478
HORSEPOWER 146 @ 3400 130
TORQUE 330 Ibs.-ft. 305 Ibs.-ft.
VALUES

6 5 4 3 2 4
154-wb Cargo Trucks 800 2,500 4,500 9,000 18,000 25,000
190-wb Cargo Trucks 1,200 3,000 5,000 10,000 19,000 27,000
Dump Trucks 2,000 3,500 5,500 10,500 19,500 27,000
Tractor Trucks 800 2,500 4,500 9,000 18,000 25,000
Wrecker Trucks 2,000 3,500 5,500 10,500 19,500 27,000
154-WB Van 1,200 2,800 5,000 9,500 18,500 26,000
190-WB Van 2,000 3,500 5,500 10,500 19,500 27,000
Tanker Trucks 2,000 3,500 5,500 10,500 19,500 27,000

MODEL 154-wb cargo trucks 190-wb cargo trucks
NET WEIGHT * 12,465 Ibs, 13,500 Ibs.

GROSS WEIGHT * 23,230 Ibs. 23,500 Ibs.

MAX TOWED LOAD 10,000 Ibs. 10,000 Ibs.
LENGTH 262 324

WIDTH 96 96

HEIGHT 112 124.5
WHEELBASE 154 190

TIRE SIZE 9.00-20 or 11.00-20 9.00-20

MAX SPEED 58 mph 58 mph

FUEL CAPY 50 gal 50 gal

RANGE LOADED 300 mi 300 mi
ELECTRICAL 24 neg 24 neg

TRANSFER SPEEDS 2 2

TRANSMISSION

SPEEDS 5F 5F

TURNING

RADIUS FT 35.5 45

MODEL 142-wb dump 154-wb dump 142-wb tractor
NET WEIGHT * 14,050 Ibs. 15,170 Ibs. 11,179 Ibs.
GROSS WEIGHT * — 24,810 Ibs. 26,170 Ibs. 23,939 Ibs.
MAX TOWED LOAD 10,000 Ibs. 10,000 Ibs. 36,000 Ibs.
LENGTH 235 260.5 228
WIDTH 96 96 94
HEIGHT 101 104.5 99
WHEELBASE 142 154 142

TIRE SIZE 9.00-20 or 11.00-20 9.00-20 9.00-20
MAX SPEED 58 mph 58 mph 58 mph
FUEL CAPY 50 gal 50 gal 50 gal
RANGE LOADED 300 mi 300 mi 300 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSFER SPEEDS 2 2 2
TRANSMISSION

SPEEDS 5F GAs 5F
TURNING

RADIUS FT 35.5 35.5 35.5

STANDARD CATALOG OF U.S. MILITARY VEHICL

SCARCITY

154-wb Cargo Trucks 2

190-wb Cargo Trucks 3

Dump Trucks 3

Tractor Trucks 2

Wrecker Trucks 4

154-WB Van 2

190-WB Van 3

Tanker Trucks 3

Notes:

— Values shown for LDT Multifuel engine trucks where applicable.
— Decrease values 30 percent for gas-powered trucks, although
scarcity increases.

— Decrease values 30 percent for LDS-427- powered trucks,

although extremely scarce.

S155

2 1/2-TON TRUCKS

— Decrease values 10 percent for LD-465 powered trucks, although
scarcity increases.
— Values increase 500-1,000 for winch trucks, and a similar amount
Jor hard top cabs.

'G-749 GMC

Following World War II, GMC hoped to retain the
tactical truck market it had established with its CCKW.
When the Reo Motors G-742 became the primary tactical
cargo truck, GMC responded by building its own truck
and offering it to the government as an alternative. This
was the revolutionary M135 (G-749) series of trucks.

These trucks, developed in 1951, featured air-
assisted power brakes, automatic transmissions, and
oversize single tires. Although this truck was not

This M135 cargo truck was photographed
visible, as is the vertical exhaust stack. (GI

15G STANDARD CATALOG OF U.S. MILITARY VEHICLES

destined to become the postwar standard bearer for U.S.
forces that GMC hoped, it was to be the standard of
Canadian Forces for years, as well as the U.S. secondary
truck. By the 1980s, as these trucks were becoming the
popular “deuce” with collectors, the U.S. military would
rediscover the innovations of automatic transmissions
and oversize single tires in a new generation of tactical
vehicles.

Like all of the M series vehicles designed during this
time, these trucks featured a sealed waterproof ignition
system, a 24-volt electrical system, and were equipped to
ford 30-in. streams. Accessory heater, radio, deep-water
fording, hard-top, and gun-mount kits could be
installed.

All trucks in this series were powered by GMC’s own
302-cid straight six-cylinder gasoline engine. The
transmission initially was the GMC 302M Hydro-Matic,
but early on it was replaced with the improved 303M.

52) aera oe 3
ust after final inspection at the GMC Yellow Truck and Coach
i pore ne Coeeh phots) ‘oach plant. The characteristic holed front bumper is

Both of these units provide four forward and a single
reverse speed in either of two ranges. Unlike many
automatic transmissions, these units had a rear pump
that allowed the truck to be push-started if need be.

Because the transmission had two ranges, the
transfer case was a single-speed unit. The axles were
also a GM design. Front axle engagement was
accomplished by a dog-type clutch that engaged when
the rear wheels slipped. There was no provision for
manual selection of all-wheel drive. The service brake
system was an air-over-hydraulic power-assisted type.
In addition to the normal drum-type parking brakes, all
production vehicles in this series had an electric parking
brake built into the service brake system. Early models
had telescoping hidden hood supports. Beginning at
serial numbers M211-31388 and M215-4679 a nose-
mounted solid hood prop was used. None of these trucks
had power steering.

Winch-equipped trucks used the same Gar Wood
model CA514 10,000-Ib. winch as the G-742 series,
although the mounting brackets and winch driveline
were different. The front bumper, with its six distinctive
lightening holes, was inverted for cable clearance on

tan . 2 Theva

This XM135 received some modifications durin

2 1/2-TON TRUCKS

these trucks. Unlike many military vehicles, the overall
length was the same whether it was winch-equipped or
not. All trucks in this series, except M135s_ serial
number 10699 and below, had three-piece sheet metal
splash guards between the frame and body, the center
section of which was omitted on winch-equipped trucks.

The pioneer tools were mounted inside the cab, and
an auxiliary fuel container (Jerry can) was mounted on
the driver's side step.

M135. Cargo Truck

This was the first vehicle in this series, with
production beginning in September 1951. These trucks
were equipped with six 11:00-20 tires, and the cargo bed
had wheel wells allowing it to be mounted lower to aid in
troop entrance and egress. The tailgate had a foldout
step to make this even easier. This bed is slightly
narrower than was the bed used on dual wheel trucks,
so the bows, supports, and canvas were not
interchangeable.

ig testing at Aberdeen Proving Ground. Although the truck’s sealed windshield didn’t see production, the

simple hinged hood prop seen here hanging in the center of the brush guard was adopted. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

157

2 1/2-TON TRUCKS

AFF.BD.N2,2
TEST
OPERATION

The dual-wheel equipped XM211cargo truck was also demonstrated to the Army Field Forces Board Number Two. Two different-size fuel tanks, differing

in length and depth, were used on the G-749 series trucks. The tank shown here is the typical one. Mass production of the dual-wheel version of this
truck began before it was officially standardized, resulting in an abundance of XM211 trucks being built. (Photo courtesy of the Patton Museum)

M211 & XM211 Cargo Truck

This was the second vehicle in this series. The 156-
in. wheelbase was the same as the M135, but it was
equipped with ten 9:00-20 tires. These trucks were
intended to be primarily for on-road cargo carrying, as
opposed to the more general-purpose M135. As such, the
bed had a flat floor (no wheel wells) and was mounted
higher than the M135 bed. Also, the tailgate on these
models lacked the drop-down step feature, having
instead only the simple hoop steps found on most 6x6s.

In addition to the cargo truck versions, the G-749 series included a variety
of other styles. This 1956 photo shows an M215 dump truck supplying
asphalt to a road-building operation. A single hydraulic cylinder was used
to lift the dump bed on these trucks. (Photo courtesy of United States
Army Engineer School History Office)

158 STANDARD CATALOG OF U.S. MILITARY VEHICLES

This truck, built on the dual-wheel equipped M207
chassis, had a shorter 144-in. wheelbase. A single
hydraulic cylinder lifted the 2 1/2-cubic yard dump body
built either by Gar Wood or by Perfection. Dump controls
were located in the cab. The transfer case-mounted PTO
was a Chelsea 87C1 model.

M216 Dump Truck

Although this dump truck, built on the M133
chassis, was not used by the U.S. military, it was widely
used by Canadian forces and is included here for
reference. Unlike the M215, which had 10 9:00-20 tires,
the M216 had six 11:00-20 tires.

M217 Gasoline Tanker

The M217 gasoline tanker was equipped with a
three-compartment tank body built by the Butler
Manufacturing Company. A Blackmer 60 GPM PTO-

The fuel tanker variant of the G-749 was the M217, the
is shown in this July 1952 view taken
tank had three liquid compartments, and the pumping gear was located in

of which

prototy
round. The

at Aberdeen Proving

a compartment at the rear of the bed. The rotating, folding spare carrier
used on the G-749 series, except for the tractors, can also be seen here.
(National Archives and Records Administration photo)

This M220 shop van was photographed at Aberdeen Provin
rapalrenep equipment loads, or with communications eq
rch

(National ives and Records Administration photo)

driven pump was plumbed to empty or fill either the
front 200-gallon, center 400-gallon, or rear 600-gallon
compartments. The body was equipped with bow sockets

to allow bows and canvas to be installed to camouflage
the truck as a cargo truck.

M220 Van

The shop van version of the G-749 used a 12-ft.
steel-sheathed, wood-lined body built by Superior Coach
Company. The body was equipped with three opening
windows on each side, and two rear entry doors. The
boarding ladder was stored externally on the rear of the
truck. The van body had both 24-volt and 110-volt
lighting systems.

M221 Tractor

GMC's tractor was equipped with a fifth-wheel
coupling made by Drayton Steel Foundry, in addition to

9 Ground in January 1953. Supplied as an empty box, these could be fitted with a variety of
juipment. Access to the bed was through two unequal-sized doors on the rear of the body.

2 1/2-TON TRUCKS

the standard Holland Hitch-built pintle hook used by all
trucks in this series. Additional included a trailer brake
hand control valve mounted on the steering column, and
the “pogo stick” and trailer air connections mounted just
behind the cab.

M222 Water Tanker

The M222 water tanker was equipped with a two-
compartment tank body built by The Heil Company. A
Blackmer 60-gpm PTO-driven pump was plumbed to
empty or fill either the front 400-gallon or rear 600-
gallon compartments. As with the fuel tanker, the water-
tank body was equipped with bow sockets to allow bows
and canvas to be installed to camouflage the truck as a
cargo truck. An exhaust diverter system was used to
route engine exhaust to a heat exchanger in the tank
body to prevent the cargo water from freezing.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 1 5¢

2 1/2-TON TRUCKS

GENERAL DATA

MODEL M135 M211 M215 M-17 M220 M221 M222
WEIGHT** 12,330 Ibs. 13,170 14,460 14,100 Ibs. _ _— _—
LENGTH 269 269 240 266.5 268.75 232.625 266.5
WIDTH 88 96 96 96 96 96 96
HEIGHT 105 112 108 102.25 130.25 102.25 102.25
TRACK WIDTH" 59.5/82.5 58.5/79.5 58.5/79.5 58.5/79.5 58.5/79.5 58.5/79.5 58.5/79.5
TIRE SIZES 11.00-20 9.00-20 9.00-20 9.00-20 9.00-20 9.00-20 9.00-20
MAX SPEED 58 mph 55 mph 55 mph 55 mph 55 mph 55 mph 55 mph
FUEL CAPY 56 gal 56 gal 56 gal 56 gal 56 gal 56 gal 56 gal
RANGE 300 mi 300 mi 300 mi 300 mi 300 mi 300 mi 300 mi

“Without winch, winch equipped vehicles are 410 lbs. heavier.
Tanker and van trucks were never equipped with winches.

* Inside/outside width at tires.

Overall dimensions listed in inches.

ENGINE DATA
ENGINE MAKE/MODEL Gmc SCARCITY
6

NUMBER OF CYLINDERS

CUBIC-INCH DISPLACEMENT 302 M1352

HORSEPOWER 130 @ 3200 RPM M211 3

TORQUE 262 @ 1200 RPM M215 3

GOVERNED SPEED (rpm) 3400 M217 3
M220 3
M221 4

VALUES M222. 3

6 5 4 3 2 1

M135 300 900 2,000 5500 7,000 9,000

M211 300 900 2,000 5,500 7,000 9,000

M215 500 1,200 2,500 6,000 8,000 10,000

M217 500 1,100 2,200 5800 7,500 9,000

M220 300 900 2000 5500 7000 9000

M221 300 900 2000 5500 7000 9000

M222 500 1200 2500 5800 7500 9000

; : ‘Seep i al

Because of the shorter wheelbase (a benefit in tight turns), the M221 was equipped with a shorter, deeper fuel tank than th ised

trucks. The M221 tractor trucks were not provided with spare tires. The M221 tractor show: % Lees neuulpned on ome ergo
refrigeration unit. (Photo courtesy of the Batton Museum) here, fe coupled $2 a aller equipped with’ Theres

1GO STANDARD CATALOG OF U.S. MILITARY VEHICLES

4-TON TRUCKS

-TON TRUCKS

G-509 Diamond T

The 4-ton Diamond T trucks were originally
developed at the behest of the Quartermaster Corps to
serve as a prime mover for the 155mm_ howitzer.
However, due to the success of these trucks, they were
soon adapted to other roles as well.

Early models of these trucks were all built in the
closed-cab version of the Diamond T chassis. While the
hood and fenders were strictly military, the cab itself was
based on Diamond T’s commercial truck cabs. During
June and July of 1943, this was replaced with the
military-style open cab, which allowed greater visibility
and better air defense.

A Hercules RXC 529-cid inline six-cylinder engine
powered most of these trucks. The high-torque engine
and low gearing of the five-speed transmission and two-
speed transfer case allowed a highway towed load rating
of 12 1/2 tons.

967, 968, 968A & 968B Cargo Trucks

These trucks were referred to as short wheelbase
trucks and were intended to transport personnel, general

the radiator and headlights (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

This 968 was photographed at Holabird Quartermaster Depot in 1941.
Notice that the headlights have their own individual brush guards.
(National Archives and Records Administration photo)

cargo, or to act as a prime mover for 155mm Howitzers.
Like almost all the WWII cargo trucks, the beds of these
trucks initially were made of steel, but were changed to
wood construction early on. The two spare tires were
carried across the front of the bed.

The Model 967, produced in early 1941, was first in
the Diamond T series and was powered by the Hercules
RXB 501-cid inline six-cylinder engine. The 967 is easily

This photo shows the first truck in this series, the 4-ton 6x6 Diamond T Model 967.

16]

4-TON TRUCKS

distinguished by its one-piece brush guard, which
extends to protect the headlamp. Later models have a
narrower brush guard, with separate guards for the
headlights.

The Model 968, introduced later in 1941, was
upgraded to the larger, more powerful Hercules RXC
engine.

The Model 968A, which began production in
November 1941, featured the military-type instruments
instead of the civilian style used previously.

The Model 968B was the final version of the short
wheelbase 4-ton Diamond T.

or oe —; H - ~

969, 969A, & 969B Wreckers

While 21 wreckers were built on the 967 chassis in
1941, the most well-known Diamond T wrecker was a
variant of model 969. The designation was changed to
969A when the instruments and filters were changed to
the Military Standard type. The 969B was built for
foreign aid requirements, and is most easily spotted by
its single headlight and single taillight, along with
different paint.

All model 969 trucks were built with closed cabs,
while the 969A and 969B were built in both open-and

This 1942 Holabird photo shows the driver's side of the model 968. Notice that the cargo bed on this, as well as the two previous trucks, is made of steel.

(U.S. Army photo)

Seen in this view of the same truck are the other spare wheel, the liquid container and its rack, and cargo canvas. The lead chain for the front winch can
lectors. (U.!

be seen wrapped around the bumper. Notice that the bed is wooden, but has the King Bee refl

1G2 STANDARD CATALOG OF U.S. MILITARY VEHICLES

‘S. Army photo)

4-TON TRUCKS

An early closed-cab truck has the steps mounted on the rear mud guards and the tailgate, which is often missing on these trucks today. Notice the
chevron tread design of the tires, characteristic of many early war vehicles. (Photo courtesy of International Towing and Recovery Museum)

; Mee eu x

ess ee rome. *

< : 2 Petter te cs _ ° : 5 I
This photograph, taken three days after the attack on Pearl Harbor, illustrates the classic lines of the early Diamond T 969 series wreckers. (Signal Corps
photograph from the collection of Bryce Sunderlin)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 1G€

4-TON TRUCKS

closed cab. The chief benefit was better visibili
regardless of tread design, were 9.00-20, 10-ply. (U.S. Army photo)

This truck was fitted with the M36 ring mount and M2HB antiaircraft
machine gun. (U.S. Army photo)

closed-cab forms. These trucks were built with a Bendix-
Westinghouse air brake system, and a dual 6- and 12-
volt electrical system.

The Diamond T wreckers were equipped with the
Holmes W-45 H.D. military wrecker bed. This bed was
an adaptation of the standard Holmes W-45 twin-boom
civilian wrecker. The first of the 6,420 G-509 wreckers to
arrive was the model 969 was built in February of 1941.
The first unit carried serial number AB1-101. The “A” in
the first position of the serial number identifies the bed
as a military W45 H.D. model.

The Holmes W-45 wrecker is a twin-boom design
with two 5-ton winches mounted behind the cab. Each
winch is equipped with 200 ft. of wire rope. The twin-
boom design allows side recoveries to be made by
swinging one boom to that side, and swinging and tying
off the other boom to the opposite side to stabilize the
wrecker. There are also stabilizer legs mounted on each

1G4 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The last wreckers delivered had open cabs. The open-cab design was not adopted

to save metal. It actually requires as much or more material as a

of enemy aircraft for the crew. The tire tread is the more common non-directional type. The tires,

side of the bed, just behind the cab. Typical of U.S.
military wreckers, these trucks carried a lengthy list of
recovery equipment, including chains, ropes, snatch
blocks, cutting torches, and tools.

Unlike the later M series wreckers, which used the
truck air brake system as an air source for tire inflation
etc, the W-45 left the factory with a self-contained air
compressor mounted between the booms. However, the
compressor is often missing, even in many wartime
photos of these trucks.

In addition to the winches on the Holmes bed, the
trucks were also equipped with a 15,000-Ib.-capacity
Gar Wood winch mounted behind the front bumper.

970 & 970A Trucks

While these trucks look very much like the 967 and
968 series trucks, they are slightly longer. The bed is 16

This October 1943 photo of a short wheelbase Diamond T illustrates how
an antiaircraft machine gun mount could be fitted on these trucks. By this
time the truck bed was made of wood. (National Archives and Records
Administration photo)

eee

: “ = is
The final development of the 968 series

trucks is shown in

is May 1944 photograph. TI

4-TON TRUCKS

ae se =. : =
ick features a wood body, open cab, ai

aircraft machine gun ring. A pioneer tool rack is mounted beneath the driver's position. (U.S. Army photo)

in. longer, and the wheelbase is 21 in. longer. These
trucks were designed to transport pontoons for
temporary bridging. The spare tires were carried between
the back of the cab and the bed.

972 Dump Truck

The Diamond T chassis was also used as a basis for
a dump truck known as the model 972, in addition to its

This Model 972 dump truck was bui
All the Diamond Ts, except the earliest dump trucks, were

other uses. The spare tires were mounted between the
cab and bed. The tailgate could be opened at the top for
dumping, or at the bottom for spreading. When the open
cab was standardized for the Diamond T, it wasn’t
initially fitted to the dump. Instead, the trucks were built
with the closed cab in order to exhaust the supply of pre-
built cabs Diamond T had assembled. When that
stockpile was exhausted in September 1943, the dump

wae es ae “ Gea ese
sometime between September 1943 and June 1944, as evidenced by its rare combination of open cab and no winch.
it with winches. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 165

4-TON TRUCKS

trucks began receiving open cabs. In order to reduce
front axle loading, the earliest dump trucks did not have
winches. However, at the request of the Corps of
Engineers, beginning in June 1944, the dump trucks
were also fitted with the front winch.

GENERAL DATA

MODEL WRECKER CARGO DUMP PONTON
NET WEIGHT 21,350 Ibs. 18,450 lbs. 18,050 lbs. 18,450 Ibs.
GROSS WEIGHT <= 34,500 Ibs. 34,500 Ibs. 34,500 Ibs.
MAX TOWED LOAD 25,000 Ibs. 25,000 Ibs. 25,000 Ibs. 25,000 Ibs.
LENGTH 291.625 297 264.625 297
WIDTH 99.5 95.25 94 96
HEIGHT 116 119 106 119
WIDTH* 50/94 50/94 50/94 50/94
TRACK 72 72 72 72

TIRE SIZE 9.00-20 9.00-20 9.00-20 9.00-20
MAX SPEED 40 mph 40 mph 40 mph 40 mph
FUEL CAPY 60 gal 60 gal 60 gal 60 gal
RANGE 180 mi 180 mi 180 mi 180 mi
ELECTRICAL 6/12 pos 6/12 pos 6/12 pos 6/12 pos
TRANSMISSION

SPEEDS i] 5 5 5
TRANSFER

SPEEDS 2 2 2 2
TURNING

RADIUS FEET 32.5R,34L 37.5R,39L 32.5R, 34L 37.5R,39L

Overall dimensions listed in inches.
* Inside/outside width at tires.
For vehicles without winch, reduce weight by 850 lbs.

ENGINE DATA

ENGINE MAKE/MODEL Hercules RXC

NUMBER OF CYLINDERS. 6

CUBIC-INCH DISPLACEMENT 529

HORSEPOWER 106 @ 2300 rpm
TORQUE 342 Ibs.-ft. @ 900 rpm
GOVERNED SPEED (rpm) 2300

G-510 Autocar U7144T
G-691 White 444T

These trucks had a cab-over engine design and were
all-wheel-drive truck tractors intended to provide rear
area transportation services. They were used to tow a
variety of semi-trailers, from flatbed to communications

The early closed cab soon gave way to the open cab on the 444T. In
addition to opening the top of the cab, the front-end sheet metal was
redesigned so the brush guard also acted as the grill. (U.S. Army photo)

16G STANDARD CATALOG OF U.S. MILITARY VEHICLES

vans. The trucks were equipped with air brakes and
trailer brake controls. The initial production vehicles had
very tall closed cabs, but by 1942 production had
switched to the military-style open cab.

~ se s : tem. =
The 109-in. height of these trucks is apparent in this view of a White 444T.
The marker lights are visible on the outer corners of the front fenders, and
the blackout driving light was mounted just above the driver’s side
headlight. (U.S. Army photo)

2 Ss# 2 ae
A canvas tarpaulin was provided to protect the crew during bad weather.
One has been installed for this June 1945 photo. The brake chambers

associated with an air-brake system are visible near the rear axle. (U.S.
Army photo)

4-TON TRUCKS

E NE <3 ane ae = 2 press aaa Secs
Like many of the tactical vehicles fielded initially by the U.S. military during WWII, the 4-5-ton tractors had an enclosed steel cab based upon their civilian
counterpart. The Autocar U7144T is shown here pulling a 2,000-gallon tanker trailer. (National Archives and Records Administration photo)

A bird 's-eye view of an ta peehae tao Autocar U7144T. The pioneer tools are clearly seen, as are liquid containers added during the production run of the
is

trucks. The spare wheel is in place but, due to rubber shortages, the spare tire is not. (U.S. Army photo)

Overall dimensions listed in inches.

GENERAL DATA * Inside/outside width at tires.
MODEL U7144T
NET WEIGHT 12960 [ENGINE DATA |
GROSS WEIGHT 21,010 Ibs. ENGINE DATA
MAX TOWED LOAD 20,000 Ibs. ENGINE MAKE/MODEL Hercules RXC
LENGTH 203.5 Ibs. NUMBER OF CYLINDERS 6
WIDTH 95 CUBIC INCH DISPLACEMENT 529
HEIGHT 112.75 HORSEPOWER 112 @ 2200 rpm
WIDTH* 50.125/93.875 TORQUE 368 Ibs.-ft. @ 1000 rpm
TRACK 72 GOVERNED SPEED (rpm) 2300
TIRE SIZE 9.00-20

P 41 mph
By 60 gal There were 11,104 Autocar trucks produced. They
RANGE EMPTY 540 mi were designated G-510, but within Autocar they were
SEE, teed known as the Model U7144T. White’s model number for
SPEEDS 5 its vehicle was 444T and the truck was assigned G-691.
Beeson ‘ White’s production total was 2,751 vehicles.
TURNING Mechanically, both the White and the Autocar were very
RADIUS FT. 30 similar to the Federal 94x43.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 167

4-TON TRUCKS

| GENERAL DATA | the same major chassis components. The coachwork was
Ree sae completely different, though. The first Federal, the
NET WEIGHT 11,660 Ibs. 94x43A, was being based on the commercial products of
BOOS EH Boag pe the time and had an enclosed cab. Later models, the
LENGTH 203.5 Be 94x43B and C, were redesigned to incorporate an open
HEIGHT ties ee wh by the Signal Corps, the 94x43

y ‘ en used by the Signal Corps, e Xx was
TRACK eae referred to as a K-32. In Signal Corps use the Federals
TIRE SIZE 9.00-20 pulled van trailers, while the Transportation Corps used
Lae ay me them for general freight service. Federal built a total of
RANGE LOADED 198 mi 8,119 trucks of this type. Late in the war, Kenworth and
ONION 12 pos Marmon-Herrington were established as producers of
SPEEDS 5 these trucks as well.
TRANSFER
SPEEDS 2
TURNING
RADIUS FT. 30

Overall dimensions listed in inches.
* Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL Hercules RXC
NUMBER OF CYLINDERS. 6

CUBIC INCH DISPLACEMENT 529

HORSEPOWER 112 @ 2200 rpm
TORQUE 368 Ibs-ft. @ 1000 rpm
GOVERNED SPEED (rpm) 2300

G-513 Federal

The Federal model 94x43 was operationally The Federal 94x43A had a completely enclosed metal ‘cab. Asingle spare

s. oe Z + tire was carried behind the cab, and tow hooks were mounted on the front
equivalent to the Autocar U-7144-T, even using many of bumper. (National Archives photo)

(22a ie SS Spee Peay Sh aa ae ee
Canvas tarpaulins were provided with the open-cab 94x43B

and C Federal trucks for weather rote ct :
rail just behind the battery compartment. (U.S. Army photo) Ee a ee ener ge nn aaa

1G68 STANDARD CATALOG OF U.S. MILITARY VEHICLES

4-TON TRUCKS

GENERAL DAT,

MODEL 94x43
NET WEIGHT 11,950 Ibs.
GROSS WEIGHT 20,220 Ibs.
MAX TOWED LOAD 30,000 Ibs.
LENGTH 203
WIDTH 95.5
HEIGHT 109
WIDTH* 50/94
TRACK 72

TIRE SIZE 9.00 x 20
MAX SPEED 40 mph
FUEL CAPY 62 gal
RANGE LOADED 280 mi
ELECTRICAL 6/12
TRANSMISSION

SPEEDS 5
TRANSFER

SPEEDS C4
TURNING

RADIUS FT. 27

Overall dimensions listed in inches.
* Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL Hercules RXC
NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 529

HORSEPOWER 112 @ 2200 rpm
TORQUE 368 Ibs.-ft. @ 1000 rpm
GOVERNED SPEED (rpm) 2300

ae — :
The threat of enemy air strikes on convoys made it necessary to develop
a means of anti-aircraft defense. Many people don’t realize that these
weapons were not the exclusive purview of the open-cabbed trucks, but
were fitted to closed-cabbed vehicles as well. This 94x43A has been fitted
with an M60 truck mount, which was designed expressly for the Federal.
(National Archives photo)

—

Paoare

The open-cab 94x43 trucks saved slightly on trans-oceanic shipping space, as well as providing better visibility. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 16¢

4-TON TRUCKS

é ¥ : q 3 z 2 i : 3
The open-cabbed trucks could also be armed. This example has been given an M57 truck mount. Regardless of mount, the weapons were designed
to be operated by the assistant driver, and were only marginally effective when the vehicle was moving. (U.S. Army photo)

“Austere” describes the 94x43B, the model number (along with 94x43C) applied to the open-cab Federal tractors. Built for freight hauli th
7 Mi fener ehataye them. A wooden deck spans the frame rails, making a platform for the operator to stand on neti conheeting thet waliee
rake lines. (U.S. Army photo)

170 STANDARD CATALOG OF U.S. MILITARY VEHICLES

G-511 Tractor

Autocar built 2,711 U-8144-T trucks between 1941
and 1945 for use predominately in transporting bridge
pontons. Its styling was much like the 4-5-ton U-7144-
T, and it used the same Hercules RXC engine. All of the
U-8144-T trucks were provided with a Gar Wood 3165
winch that was mounted behind the front bumper. The
large box behind the cab carried bridging equipment and
tools. Early models had a hard cab. Later production
came with a soft-topped cab.

Autocar built 607 similar chassis, the U-8144, which
were not used for truck tractors. Rather, they were
equipped with a van body built by York-Hoover. These
vans housed radio and radar equipment. Depending on
how the vehicles were equipped, the Signal Corps
designated them K30, K31, and K62.

5-TON TRUCKS

d-TON TRUCKS

iil

The Autocar U-8144-T was an imposing machine, and its big 12-20 tires
and massive axles certainly added to this aura. Given the duty of these
vehicles to transport bridging materials, the pioneer tools shown stowed
here probably got a lot of use. (U.S. Army photo)

The U-8144-T could be fitted with an antiaircraft ring mount. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 17]

5-TON TRUCKS

Mis overivends yew shows the Gar Wood winch that all U-8144-T trucks were equipped with, as well as the interior arrangements of the cab and toolbox.
(U.S. Army photo)

Fae a” = . a Arie aS A <4
For operation in inclement weather, a canvas tarp could cover the U-8144-T cab. Of course, this interfered
Also visible in this view are the spare fuel cans and tire, as well as the trailer air-brake lines. (U.S. Hei phot ee aes ee eee

172 STANDARD CATALOG OF U.S. MILITARY VEHICLES

5-TON TRUCKS

The doors on either side of the large toolbox behind the U08144-T cab opened by swinging down. A spotlight was mounted on the rear of the driver's
side of the cab to aid in night work. (U.S. Army photo)

GENERAL DATA

MODEL U8144T
NET WEIGHT 16,660 Ibs.
GROSS WEIGHT 27,120 Ibs.
Ane od fai LOAD sre: Ibs. Autocar only built 97 of its model U-5044 tractor —
WIDTH 98 two in 1940 and 95 in 1941. These all-wheel-drive trucks
HEIGHT 114.75 closely resembled the earlier Autocar 4144-T, but had
WIDTH 4797.5 twice the load rating. Powered by Autocar’s 377-cid
TRACK 72.25
TIRE SIZE 1200-20 engine, these trucks were used primarily to tow fuel
MAX SPEED 45 mph servicing trailers.
FUEL CAPY 90 gal
RANGE EMPTY 630 mi
ELECTRICAL 12 pos
TRANSMISSION
SPEEDS 5
TRANSFER
SPEEDS 2
TURNING
RADIUS FT 35
Overall dimensions listed in inches.
*Inside/outside width at tires.
ENGINE DATA
ENGINE MAKE/MODEL Hercules RXC
NUMBER OF CYLINDERS 6
CUBIC INCH DISPLACEMENT 529
HORSEPOWER 112 @ 2200
TORQUE 368 Ibs.-ft. @ 1000
GOVERNED SPEED (rpm) 2300
VALUES
6 5 a 3 2 1
All models 500 2,500 4,000 7,000 10,000 15,000

The U-5044-T was produced in low numbers, making it very difficult to find
today Even though these trucks were four-wheel drive, as evidenced by
the differential housing visible in this photo, their tires had a
hereoy tread pattern. (National Archives and Records Administration
photo}

STANDARD CATALOG OF U.S. MILITARY VEHICLES 173

.
5-TON TRUCKS
GENERAL DATA

MODEL U-5044-T
MAX TOWED LOAD —_ 30,000 lbs.
LENGTH 201
WIDTH 92
HEIGHT 104

TIRE SIZE 9.00-20
TRANSMISSION

SPEEDS 5
TRANSFER

SPEEDS 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Autocar
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 377
HORSEPOWER 100

VALUE: Only 97 of these trucks were built, and there is no recent
record of sales.

'G-639' Mack

The bulk of the 700 G-639 trucks built by Mack were
delivered in 1941, although a half dozen were delivered
in 1942. While eight were Mack model NJU-2s, intended
to tow topographical map unit semi-trailers, the balance
of the units were the model NJU-1, intended to tow
ponton trailers. However, they were not as widely used as
the similar Autocar U-8144T. The eight NJU-2s did not
have the large stowage box behind the cab.

The Mack truck and trailer with a ponton load was quite long. The large
storage box was accessed by fold-down doors on each side. (National
Archives photo)

Although the Mack was not as widely used by U.S. forces as the Autocar
ponton tractor, the U.S. did use some. Like the Autocars, the Macks had
all-wheel drive to assist in dragging their heavy loads to crossing points.
(National Archives photo)

174 STANDARD CATALOG OF U.S. MILITARY VEHICLES

we aa :

The Mack NJU-1 5-6-ton tractor was intended to haul bridging equipment.
(National Archives photo)

GENERAL DATA

MODEL NJU-1
NET WEIGHT 16,580 Ibs.
MAX TOWED LOAD 30,000 Ibs.
LENGTH 237
WIDTH 96
HEIGHT 114
WHEELBASE 148

TIRE SIZE 12.00-20
TRANSMISSION

SPEEDS 5
TRANSFER

SPEEDS 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Mack EN532
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 532
HORSEPOWER 136 @ 2400 rpm
VALUES
6 5 4 3 2 1
All models 500 2,500 5,000 8,000 10,000 15,000

G-671 M426/M426

The M425 was designed by International Harvester,
who gave it the model number H-542-9. International
built 4,640 of these tractors during 1944 and 1945,
1,200 of which were later remanufactured as M426
tractors. The 117-in.-wheelbase, open-cabbed trucks
were powered by International's own Red Diamond 450D
gasoline engine.

The interior of the M426 cab was spartan and the instrument panel was
located on the center of the dashboard. The truck’s twin fuel tanks can be

seen here, as can the
trailers. (U.S. Army photo

be hook used for towing lunette-equipped

5-TON TRUCKS

The third company involved in the production o'
axle, this truck had non-directional tread pattern tires mounted all around. (U. S. Army photo)

The M426 trailer air and electrical connections were mounted behind the cab, which was typical of tractor-trucks. Also visible is the vertically mounted
pioneer tool rack, as well as liquid container racks and wheel chocks. (U. S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 175

5-TON TRUCKS

Beefier springs and larger tires distinguished the M426 from its predecessor, the M425. This example, photographed at the Studebaker Proving Ground,
was built by the design’s originator, International Harvester. The data plates or registration numbers are often the only way to tell the builder. (U.S. Army
photo)

The long supply lines involved in the liberation of occupied Europe required vast numbers of trucks to operate. Because of this, Marmon-Herrington

was also contracted to build M426 trucks, including the one shown above. In 1945, Marmon-Herri
into the M426 configuration. (U.S. Army photo) a lerrington was also contracted to rebuild 1,200 M425 trucks

176 STANDARD CA’

LOG OF U.S. MILITARY VEHICLES

5-TON TRUCKS
The M426 was an improved version of the M425, which [ajo.VNOpY.W

used 11.00-20 tires instead of the M425's 9.00-20 tires. yopeL ma25 M426
The springs were also heavier on the M426, and there NET WEIGHT 11,400 Ibs. 12,100 Ibs.
i i ive GROSS WEIGHT 24,400 Ibs. 25,100 Ibs
were other detail changes as well. The engine and drive MAXTOWEDLOAD. 130 000K. a0 ood'ibe
train were the same as those used in the M425. LenetH 199.875 199.875
International's model number for the M426 was H-542- WIDTH Bs Geo 97.5
‘ ‘i ; HEIGHT 1 106.75
Li. International built 6,678 of these trucks, while Wipty 49.875/94.625 471975
Marmon-Herrington built 3,200 copies and Kenworth track 72.25 72.25
1,100. TIRE SIZE 9.00-20 11.00-20
, MAX SPEED 35 mph 38 mph
The M426, like the M425, was used for general fye, Gapy 80 pe 80 aa
freight hauling. RANGE LOADED 280 mi 240 mi
ELECTRICAL 6 neg 6 neg

This photo, taken in June 1944, shows an International Harvester M425 doing what it was built for — towing a 25-ft., 10-ton semi-trailer. Hundreds of
similar combinations were used by the famed Red Ball Express. (U.S. Army photo)

Hider ed wes revadis from the outset as a military vehicle and always had the open-style cab. Notice the spotlight mounted near the driver's door.
.S. Army photo

STANDARD CATALOG OF U.S. MILITARY VEHICLES 177

5-TON TRUCKS

TRANSMISSION

SPEEDS 5 5

TRANSFER

SPEEDS 2 2

TURNING

RADIUS FT. 23.5 25.5 R, 25.25 L

Overall dimensions listed in inches.
* Inside/outside width at tires.

GENERAL DATA

ENGINE MAKE/MODEL IHC RED 450-D
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 451
HORSEPOWER 124.5 @ 2600 rpm
TORQUE 348 Ibs.-ft. @ 800 rpm
GOVERNED SPEED (rpm) 2600
VALUES

5 4 3 2 1

11,000

6
All models 500 1,500 2,500 4,500 8,5000

In its June 20, 1945 report, the Army Ground Forces
Equipment Review Board, popularly known as the Cook
Board, recommended that the 4-ton and 6-ton classes of
6x6 vehicles then in service be replaced by a
standardized 5-ton 6x6. In May 1949 this
recommendation was made policy by the Conference on
Qualitative Requirements for Tactical Type Ordnance
Transport Vehicles.

The Reo-designed G-742 cab was selected for the
new vehicles. Due to the the outbreak of war in Korea,
production began on these trucks even before pilot
models had been submitted for testing. International
was awarded the contract and production began at its
Ft. Wayne works in January 1951, but it was March
1953 before these vehicles were classified Standard A.
Additional vehicles were built by Diamond T through a
cooperative agreement with International.

This M54A1C had a drop-side cargo bed, which greatly eased loading. The
Mack-powered A‘ trucks are externally indistinguishable from the Multi-
fuel-powered A2s. (Photo courtesy of the Patton Museum)

cs etree cs SURE

Extensive rear-wheel travel allowed the XM41 to traverse rugged terrain if
needed. The single-rear-wheel trucks were preferred for off-road use, while
the dual-wheel trucks were intended for primarily on-road use. (Photo
courtesy of the Patton Museum)

The XM41 was photographed for the Army Field Forces Board 2 prior to testing. The large 14.00-20 single tires all around and wheel well-type bed make

these trucks stand out. (Photo courtesy of the Patton Museum)

17 STANDARD CATALOG OF U.S. MILITARY VEHICLES

In 1952, Mack Trucks also began producing a few of

selected models of this series as follows:

— M51 built from 1952 to 1954. Total production:
units.

— M52 built from 1952 to 1956. Total production:
units.

— M54 built from 1954 to 1956. Total production:
units.

— M55 built in 1956. Total production: 85 units.

— M61 built in 1953. Total production: 107 units.

International Harvester and Kaiser-Jeep (later) built
the bulk of these vehicles, with Diamond T and Mack

4,310

1,443

1,126

5-TON TRUCKS

production being relatively small.
These vehicles were designed for use over all types of
roads, highways, and cross-country terrain, and in all
types of weather. The all-steel cab with steel doors was a
marked improvement over most WWII-era trucks. They
were capable of fording hard-bottom water crossings to a
depth of 30 in. without preparation.
A Continental R6602 602-cid

gasoline engine

powered all these trucks and was connected to a Spicer
6352 five-speed synchromesh transmission with a two-
speed transfer case. The transmission speed ranges were
selected manually through a shift lever in the driver's

When standardized, the MS4E3 Bacane the MS54A1. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES | 79

5-TON TRUCKS

= - Thi
The M55 was the extra-long-wheelbase version of the G-744 series. It had

a 20-ft. bed, but unlike the extra-long-wheelbase G-742 trucks, the sides of
the M55 bed were not hinged. (Photo courtesy of the Patton Museum)

a Multifuel-powered M55A2 restored by Cecil Jones. The truck was
built as an M55, but was later re-powered by the military — a common
occurrence. The sideboards of the extra-long-wheelbase trucks did not
form troop seats. (Photo courtesy of Cecil Jones)

are eee

pest
OPERATION

While the shared-cab design of the G-742 and G-744 meant the 5-tons resembled the 2 1/2-ton trucks, the fuel tanks were on opposite sides, aiding
identification. (Photo courtesy of the Patton Museum)

ne “ — §
The XM54, like the XM41, was tested by Army Field Forces Board 2 at Fort Knox. he
courtesy of the Patton Museum) y ‘ort Knox. it is pictured here without the cargo area canvas installed. (Photo

180 STANDARD CATALOG OF U.S. MILITARY VEHICLES

compartment. Another shift lever in the cab controlled
the transfer case. Power was delivered to all wheels by a
sprag unit that automatically engaged the front wheels if
the rear wheels slipped. Service brakes were air-actuated
hydraulic. The cab was enclosed with removable canvas
tarpaulins, and the cargo truck bodies were provided
with both removable tarpaulins and end curtains. All
vehicles are equipped with a spare wheel and tire, and a
pintle hook at the rear permits towing of a trailer.

In 1960, Diamond T moved its production to the
Lansing plant. Both Diamond T and Reo at that time
were subsidiaries of White, and consolidating production
facilities was done to save money.

: pas! 3

2 ie tia — Pe iat ti SORES.

The MS4E3 was the test bed for installing the Mack ENDT-673 engine in the
5-ton cargo truck. (Photo courtesy of the Patton Museum).

a -

This M52A1 with winch is a Diamond T product. It is one of a group of trucks that were re-powered with the Mack ENDT-673 engine in the early 1960s.

(Photo courtesy of TacticalTruck.com)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

3-TON TRUCKS

In the late 1950s, the Army had purchased a
commercial vehicle powered by a Mack ENDT-673
engine. Tests demonstrated there was considerable
potential for a diesel-powered tactical truck. In early
1959, OTAC (Ordnance Tank Automotive Command)
recommended that a number of the Mack ENDT-673
engines be procured for evaluation in the M54 truck.

In February 1960, seven M54 cargo trucks were
converted to diesel power using the Mack ENDT-673
engine. The ENDT-673 was a basically commercial
engine of 211 gross hp at 2,100 rpm. It is a
turbosupercharged six-cylinder, valve-in-head, water-
cooled, compression-ignition diesel engine. The M54
truck equipped with this engine was known as the
M54E3. A Spicer 6453 five-speed synchromesh

pes?

The M52 truck tractor, like the M51 dump truck, was built on the 167-in.-
wheelbase chassis. (Photo courtesy of Mack Trucks Historical Museum)

181

5-TON TRUCKS

At the rear of the large all-steel bed on the M328 was a roller to assist with the unloading of the cargo in the absence of a crane. (Photo courtesy of
United States Army Engineer School History Office)

transmission was used, which was similar to the 6352,
but with different gear ratios befitting the difference in
engine speeds.

Seven trucks were also converted to diesel power
using the Cummins Model C200-A turbosupercharged
compression-ignition engine, which developed 200 hp at
2800 revolutions per minute. The M54 truck equipped
with this engine was known as the M54E4.

By January 1962, all the engineering required for
installation of both ENDT-673 and C200-A engines in
the 5-ton cargo truck had been completed. The modified
vehicles were tested at APG for engineering and
durability and at Yuma Test Station, Arizona, and Fort
Greely, Alaska, for operation in climatic extremes. The
U.S. Army Armor Board conducted service tests as well.
Although both the M54E3 and the M54E4 met all the
standard 5-ton truck performance specifications, it was
felt the M54E3 was the slightly superior vehicle, and in
June 1962 it was classified Standard A as the M54A1.

From that time through 1963, the M52 and M54
were converted to the Mack ENDT-673 diesel engine.
This was a joint project between Mack Trucks and the
Diamond T Motor Truck Company. The vehicle model
identifications for these units were M52A1 and M54A1,
respectively.

The installation of the ENDT-673 was short-lived.
After only a year it was decided to use Multifuel engines
wherever possible in the tactical vehicle fleet. For the 5-
ton, the engine chosen was the LDS-465-1A. With the
Multifuel engines installed, the model suffixes changed
to A2.

In 1963, Studebaker was awarded a contract to build
the G-744 5 ton vehicles. Initially the contract was for
4,159 units with contract extensions bringing the total to
8,493 vehicles. However, before production of the trucks
could begin, in February 1964, Kaiser-Jeep bought
Studebaker’s Chippewa Avenue truck plant, and the G-
744 contract. The Army approved the contract transfer

182 STANDARD CATALOG OF U.S. MILITARY VEHICLES

the following month.

The G-744 chassis was the basis for a variety of
different trucks. A brief description of some of the
different uses follows:

The 5-ton 6x6 cargo truck M41 had a 179-in.
wheelbase and used 14:00-20 tires, single rear wheels,
and a 14-ft. cargo body mounted on the rear. The cargo
body was equipped with troop seats, which made it
suitable for transporting troops or cargo. The large tires
of the M41 necessitated that wheel wells protrude into
the cargo bed.

The 5-ton, 6x6, cargo truck M54 had a 179-in.
wheelbase with 11:00-20 tires and dual rear wheels. A
14-ft. flat bed cargo body is mounted on the rear.

The M55 cargo truck had a 7-20-ft. cargo box with
fixed sides. The M55 spare wheel carrier was mounted to
the truck frame rail between the cab and tandems on the
driver's side. All trucks had removable front and side
racks, and a hinged tailgate.

The 5-ton, 6x6, M51 dump truck was built on a 167-
in.-wheelbase chassis with 11:00-20 tires and dual rear
wheels. A 5-cubic yard dump body and twin-cylinder

The pilot model of the M51 was built by International Harvester’s Fort
Wayne, Indiana, works. (Photo courtesy of the Patton Museum)

5-TON TRUCKS

bets eee - Tele a ih ate

“ se

This is the experimental M51E5, which was used in the power plant tests. The sideboards and troop seats could be mounted in any of the G-744 dump
trucks. This allowed these vehicles to double as troop transports for the engineer units. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES [$3

5-TON TRUCKS
hoist assembly was mounted on the rear of the chassis.

The 5-ton 6x6 tractor truck M52 had a 167-in.
wheelbase with 11:00 x 20 tires and dual rear wheels. A
fifth wheel assembly, approach plates, and deck plate,
suitable for hauling trailers, were mounted on the rear of
the chassis. Tractor-to-trailer brake hoses and
connections were mounted behind the cab.

Medium Wrecker Trucks

Two different 5-ton, 6x6, medium wrecker trucks
were built in this series. Both had a 179-in. wheelbase
with 11:00 x 20 tires and dual rear wheels. A hydraulic
crane and a winch assembly were mounted on the rear

The M62 used an Austin Western recovery bed, which was selected over
five competitors. The new medium recovery vehicle’s hydraulically
operated boom provided significant labor savings over the WWil-era
wreckers. (Photo courtesy of Keco Industries)

- z= at.
The M543 was functionally the same as the M62, but its bed was built by
Gar Wood. It is easily distinguished by the large hydraulic reservoir in the
position that had been occupied by the spare tire on the M62. (Photo
courtesy of the Patton Museum)

.
eet

iS AWE
The convoy warning lights behind the M62 cab were a common field
modification applied to these wreckers late in their service life. Normally,
wrecker trucks had an “extra” flashing amber warning light on the let
front fender, although it is missing from this example being restored by
Joe Shannon. (Photo courtesy of Joe Shannon)

The boom of the M62 was 18 ft. long. For heavy loads with the boom well extended, the boom jacks were put in place as shown here to reli me
of the load on the boom. The maximum lift of the wrecker was 20,000 Ibs. (National Archives as Records ‘Administration photo) ae

184 STANDARD CATALOG OF U.S. MILITARY VEHICLE

5-TON TRUCKS

The M246 was a tractor wrecker based on the G-744 chassis. Intended primarily for aircraft recovery, its boom would extend up to 26 ft. and, rather than
the rear recovery winch, there was a fifth wheel installed to tow low-bed semi-trailers. The M246 was built on a 215-in.-wheelbase chassis. (Photo
courtesy of the Patton Museum).

of the chassis. The M62 used an Austin Western crane
and the later M543 used a Gar Wood crane. In addition
to the 45,000-Ib.-capacity rear recovery winch, these
trucks had 20,000-lb.-capacity front-mounted self-
recovery winches.

In either event, the crane mounted on the medium
wreckers was a hydraulically powered unit, with the
hydraulic pump being driven via PTO from the truck
engine. The front and rear winches were both
mechanically driven via PTOs from the truck's driveline.
In addition to self-recovery, the front winch could act as
an anchor point for rear recovery operations by attaching
its line to a fixed object. The rear winch was the heavy-
duty recovery apparatus and had a 45,000-lb. pulling
capability. Both the front and rear winches were
equipped with a level winding devices. The crane, which
had a live boom that could be extended hydraulically
from 10 to 18 ft., was used for lifting loads up to 20,000
Ibs. The rear suspension on the wrecker was different
than that of the other G-744 trucks, with a beam above
the springs to limit spring deflection.

Tractor Wrecker Trucks

The 5-ton, 6x6 tractor-wrecker truck M246 had a
215-in. wheelbase with 12:00-20 tires and dual rear
wheels. A hydraulic crane and a fifth-wheel assembly
were mounted on the rear of the chassis. The M246 was
based on the M63C chassis and was intended to be used
for aircraft recovery operations and towing trailers.

STANDARD CATALOG OF U

The crane, the boom of which could be extended from 11
1/2 to 26 ft., could lift loads up to 20,000 Ibs. One
section telescoped hydraulically, but the final section
had to be extended manually. The boom was capable of
270-degree rotation and approximately 45-degree
elevation.

A fifth wheel, or semi-trailer coupler, was mounted
on the rear of M246 tractor wrecker truck in place of the
drag winch of the medium wreckers. The base of the fifth
wheel pivoted on a walking beam that in turn pivoted on
the sub-base. This construction permitted the fifth wheel
to move in all planes. The front winch was used to free
vehicles if they became mired.

Expansible ‘Van Trucks

The M291 was a 5-ton expansible van truck. The
fully enclosed rear van body had sides that could be
extended when the vehicle was stationary, almost
doubling its volume. Expansible vans transported
electronic base stations into the field. In the traveling
position, the van truck bodies was 17 ft. long by 8 ft.
wide. When in the field, van sides were expanded to
almost 14 ft. wide. These trucks were used as
communication stations or electronic repair stations,
and could be equipped with up to 5,000 Ibs. of electronic
gear.

The 5-ton, 6x6, M328 bridge truck had a 215-in.
wheelbase with 14:00-20 tires and dual rear wheels. The

S. MILITARY VEHICL

185

TON TRUCKS

The M328 was made to transport floating assault bridges. The bulk of the
bridge structure was aluminum, and few have been preserved. (Photo
courtesy of the Patton Museum)

bridge transporting truck was equipped with a stake
body designed to carry bridge-building materials and
equipment such as the M4T6 float bridge or class 60
bridge sections. The truck stake racks could be removed
to transport extra wide loads.

The bed of the M328 bridge transporting truck was
20-ft. long and 7-ft. wide. A roller built into the rear edge
of the bed was used for loading and unloading bridging
equipment. Two hand-operated winches on the left
underside of the body and two identical winches under
the rear of the body were used to secure the load. The
beds for these trucks were built by Hobbs, Perfection,
Metro Engineering, and Gresham.

The mobile machine shop, having been deemed too heavy for the G-742 chassis, was mounted on the G-744,

load. (Photo courtesy of United States Army Engineer School History Office)

18G STANDARD CATALOG OF U.S. MILITARY VEHICLES

Machine Shops

Because of its excessive weight, the mounting of the
mobile machine shop on a G-742 2 1/2-ton truck
chassis was discontinued. Instead, it was mounted on a
modified long-wheelbase G-744 chassis. The special
contact maintenance body housed a complete repair
facility and machine shop. A large generator driven by
the truck’s engine supplied electricity for the power tools.
This generator could also double as a welder. In addition
to power tools, these trucks carried many hand tools.
Like most Corps of Engineer equipment, it was not
assigned an “M-number.”

Rocket Launchers

The “Honest John” was a tactical nuclear rocket
system developed in the 1950s. The M139 chassis, after
extensive modifications, was used as the basis for the
launcher. The earliest version of the launcher was the
M289. These were built on the M139C and M139D
chassis. Modified specifically for transporting the 7.62-
mm rocket launcher, they had an axle gear ratio of
10.26:1.00 for increased traction. Front axle loading was
of great concern to the designers and, in addition to a
reinforced axle housing, these trucks had no front
winch.

The M139D had a different rear axle and jack
bracket supports, and both the M139C and M139D had
modified front cross-members. The M289 launcher had a
long launcher rail that extended over the front bumper

which was much better suited for the heavy

5-TON TRUCKS

inch rail was noticeably shorter than that of the M289, and the truck lacked the A-frame brace on the

front bumper. (Photo courtesy of Patton Museum)

: (I = : a ie es
The M139C chassis, used by the M289, had a reduced normal axle ratio to permit reasonable off-road maneuverability, despite the heavy load. The M289
eaving this landing craft has been prepared for deep-water fording. (Photo courtesy of United States Army Engineer School History Office)

STANDARD CATALOG OF MILITARY VEHIC

Ss 187

5-TON TRUCKS

and was supported by an A-type frame at its outer end
while traveling.

The later M386 launcher had a short launcher rail
and did not require the A-frame support. The M386 was
built on the M139F truck chassis with a 6.443:1.00
ratio.

All the Honest John launchers were declared
obsolete in 1982.

GENERAL DATA

MODEL 179-wb Cargo Truck 215-wb CargoTruck Dump Truck
WEIGHT NET* 19,945 Ibs. 20,720 Ibs. 22,663 Ibs.
WEIGHT GROSS* 39,945 Ibs. 40,720 Ibs. 42,663 Ibs.
MAX TOWED LOAD 15,000 Ibs. 15,000 Ibs. 15,000 Ibs.
LENGTH 298.75 386 266.125
WIDTH 97 97.5 97.25
HEIGHT 116 117.5 110 5/8
WHEELBASE 179 215 167

TIRE SIZE 11.00-20 11.00-20 11.00- 20
MAX SPEED 52 mph 52 mph 52 mph
FUEL CAPY 78 gal 78 gal 110 gal
RANGE LOADED 280 mi 280 mi 440 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSFER SPEEDS 2 2 3
TRANSMISSION

SPEEDS SF 5F 5F
TURNING

RADIUS FEET 20-7 23 19-4 1/2
MODEL Tractor Truck Wrecker Truck Tractor-Wrecker
WEIGHT NET* 18,996 Ibs. 33,325 Ibs. 32,830 Ibs.
WEIGHT GROSS* 43,996 Ibs. 45,325 Ibs. 48,830 Ibs.
MAX TOWED LOAD 30,000 Ibs. 20,000 Ibs. 20,000 Ibs.
LENGTH 257.5 348 352
WIDTH 97 97 97.5
HEIGHT 103.1/8 127 1/8 132
WHEELBASE 167 79 215

TIRE SIZE 11.00- 20 11.00- 20 12.00-20
MAX SPEED 52 mph 52 mph 52 mph
FUEL CAPY 110 gal 78 gal 78 gal
RANGE LOADED 440 mi 200 mi 200 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSFER SPEEDS 2 2
TRANSMISSION

SPEEDS 5F 5F 5F
TURNING

RADIUS FEET 19-4 1/2 20-9 1/2 23-4

Note: All data given above are for Multifuel-powered trucks, for other
engines please adjust as shown below. Data given for trucks
without winch, except wreckers and tractor-wreckers, which all had

front winches.

Overall dimensions listed in inches.

*Add 460 lbs. to weight on vehicles powered by the ENDT-673
engine. Subtract 50 lbs. from the gas-powered vehicle weight for
Multifuel trucks.

ENGINE DATA

Continental MACK
ENGINE R6602 ENDT-673 LDS-465-1A
CYLINDERS 6 6 6
CID DISPLACEMENT 602 672 478
HORSEPOWER 224 211 175
TORQUE 504 Ibs.-ft. 610 Ibs.-ft. 425 Ibs.-ft.
VALUES

6 5 4 3 ia 1
179-wb Cargo trucks 1,500 4,000 6,500 12,500 20,000 29,000
215-wb Cargo trucks 2,000 4,500 7,000 13,000 21,000 30,000
Dump trucks 2,000 5,000 7,500 13,500 21,500 32,000
Tractor trucks 1,500 4,000 6,500 12,500 20,000 29,000
Wrecker trucks 3,000 6,000 9,000 15,000 25,000 36,000
Tractor-wreckers 3,000 6,000 9,000 15,000 24,000 33,000

Values shown for Multifuel engine trucks.

Increase values by 1,000-2,000 for Mack ENDT-673-powered
trucks.

Decrease values 500-1,000 for R6602-powered trucks.

Values increase 500-1,000 for winch trucks and hardtop cabs.

SCARCITY

179-wb Cargo trucks 2
215-wb Cargo trucks 3
Dump trucks 2
Tractor trucks 2
Wrecker trucks 2
Tractor-wreckers 3

The “Honest John” was a tacti
courtesy of the Patton Museum)

188 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ical nuclear rocket system developed in the 1950:

s. The earliest version of the launcher was the M289, shown here. (Photo

G-852 M656 Family

In the early 1960s Ford was awarded a contract to
produce a series of 5-ton 8 x 8 vehicles. These vehicles
evolved from the XM543E2 program, and the production
models were the M656 5-ton 8 x 8 cargo truck, M757 5-
(on 8 x 8 tractor, and the M791 5-ton expansible van
truck. All of these models were also available with a front
mounted self-recovery winch. These trucks were
typically used to support the Pershing missile system.

The XM656 had an eight-month testing program,
ending in 1964, which involved 40,000 miles of driving.

~ ~< Os
CE SE Rice EB Se

dn the Munson Test Course at Aberdeen Proving Ground, an M656 challenges the vertical wall. The engine of the G-852 family was the LDS-465-2

5-TON TRUCKS

These trucks were powered by a Continental LDS-465-2
Multifuel engine — the most powerful version of the
Multifuel to be placed into production. The engine was
coupled to an Allison six-speed automatic transmission.
The XM656 differed from production models in details.
The lifting shackle brackets were redesigned, and a cup
shaped step was added to the front wheel assembly to
make cab access easier.

These trucks had aluminum cabs and bodies, with
the cargo body of the M656 having drop sides. Unlike
similar-looking civilian trucks, the XM656 had a cab
that did not tilt. Engine access was gained by removing
a cover in the cab. Power steering was used to move all
four front tires, and all eight wheels drove all the time

Mlultifuel. This engine has the highest horsepower rating of the Multifuel family. It was coupled to a six-speed Allison TX-200-6 automatic transmission.

The close proxim
protection.

£3 ws

STANDARD CATALOG OF U.S. MILITARY VEHIC

ity of both the exhaust and the engine itself to the driver made it necessary to for crewmen of the G-852 family of vehicles to wear ear

= e : oo COS Pea is erga
‘his M656 was equipped with a front winch. (Photo courtesy of the Patton Museum)

5-TON TRUCKS

A»

This is the M791 expansible van. The frames of these trucks were longer than other G-852s in order to accommodate the standard M4 expansible
van body. The box protruding over the cab houses an air conditioner and two heaters. The balance of the bed contained electronic equipment.
When in use each side cranked out to almost double the enclosed area of the bed. It was typically used to house launch, control, and
communication equipment for the Pershing system.

The M757 tractor is shown here doing what it was built to do — tow the massive M790 Pershing 1a missile erector launcher. This entire family of vehicles
was created to support the Pershing missile system, which was eliminated by the Intermediate Range Nuclear Forces (INF) Treaty. This treaty specified
that all the launchers and missiles were to be destroyed by May 31, 1991, save for 15 de-milled examples to be displayed in museums. Thus, you are
unlikely to locate an M790 trailer for your collection, at least not without triggering an international incident!

190 STANDARD CATALOG OF U.S. MILITARY VEHICLES

5-TON TRUCKS

through a single-speed transfer case. The trucks had air
brakes with outboard drums.

The M757 tractor had dual fuel tanks. The others
had only one 80-gallon tank on the driver's side. The
frame of the M791 was longer at the rear than that on

Automatic transmissions, first tried in tactical trucks in the GMC G-749

series 2 1/2-ton trucks, offer superior performance in off-road conditions Re
by eliminating the loss of momentum while clutching. This example is a The z = Sree

itt cab top has been removed from the winch-equipped vehicle in the

very early truck with the early style lifting shackles and no wheel-mounted foreground wevealing how close the cover over the engine Was) to-the

front step. driver. The seemingly roomy cab actually houses just the driver, the co-

driver, spare tire and the engine. (Photo courtesy of the Patton Museum)

The bed of the M656 was all aluminum, which has caused many to be scrapped for their metal content. This rendering shows how the sides folded down
and the bottoms of the troop seats became steps.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 19]

5-TON TRUCKS

the other vehicles, but the wheelbase and spacing were
the same on all.

GENERAL DATA

MODEL M656 M757 M791
NET WEIGHT** 15,330 Ibs. 13,500 Ibs. 24,500 Ibs.
LENGTH 278 278 314
WIDTH* 95.5 98
HEIGHT 116 116 142
TREAD 77.25 77.25 77.25
TIRE SIZES 16.00-20 16.00-20 16.00- 20
MAX SPEED 50 mph 50 mph 50 mph
FUEL CAPY 80 gal 160 gal 80 gal
RANGE 310 mi 620 mi 310 mi
ELECTRICAL 24 24 24
TRANSMISSION

SPEEDS 6 6 6
TRANSFER

SPEEDS 1 1 1
TURNING

RADIUS FT 41.33 41.33 41.33

**Without winch, winch equipped vehicles are 1150 lbs heavier.
Overall dimensions listed in inches. Add 21 inches to length for
winch equipped trucks.

ENGINE DATA

ENGINE MAKE/MODEL Continental LDS-465-2

NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 478
HORSEPOWER 195 @ 2800 rpm

TORQUE 425 Ibs.-ft @ 2000 rpm
GOVERNED SPEED (rpm) 2,850
VALUES

6 5 4 3 2 1
M656 1,500 2,500 4,000 6,000 9,000 12,000
M757 1,500 2,500 4,000 6,000 9,000 12,000
M791 1,500 2,500 4,000 6,000 9,500 13,000

The M809 series of 6x6 5-ton cargo trucks was
similar to the earlier G-744 series of 5-ton 6x6 trucks.
The principle difference was the Cummins NHC-250
diesel engine. AM General Corp. performed the product

engineering development as well as the production of
these vehicles. Production of the M809 series began by
AM General Corporation in 1970 and continued into the
1980s.

The frame was of conventional construction with two
rail-type beams and six reinforced cross-members. All
the truck’s axles were hypoid single-speed, double-
reduction units. The layout of the truck was
conventional with the engine at the front, but the hood
and engine compartment were longer on these trucks
than on the G-744. These trucks used the same
standard U.S. military cab that was used on the G-742,
G-744, and G-792 series trucks.

There were three different wheelbase chassis used in
this series: the long (standard) wheelbase M809 (used for
the M813. M813Al1, M816 and M815), the short
wheelbase M810 (used for the M817 and M818), and the
extra-long wheelbase M811/M812 (used for the M814,
M819, M820 and M821).

Many accessories for these trucks were available in
the form of kits to install the following items: A-frame,
hard tops, deep-water fording, winch level wind device,
slave receptacle, personnel heater, and a power plant
heater. All models except the M820 were available with a
PTO-driven 20,000-Ib.-capacity winch at the front.

Typical of trucks in.this size range, the M813’s cargo area could be
covered with a tarpaulin. (Photo courtesy of AM General)

Cit < - ahs: c a ed = -
The base vehicle of the G-908 series trucks was the M813. (Photo courtesy of AM General)

192 STANDARD CATALOG OF U.S. MILITARY VEHICLES

5-TON TRUCKS

The M815 bolster truck was one of the more unusual members of the G-908 family. It was used to pull a loaded bolster trailer, or to haul the

trailer when unladen. (U.S. Army photo)

e extra-long-wheelbase version of the G-908 series. The

sides of its bed were fixed, and although the trucks came with sideboards

removed here) they did not have troop seats. (Photo courtesy of Shane G.
eemer, Military Rails Online)

The M813A1 had a drop-side

, aS Opposed to the fixed-side body of
the M813. This allowed easier loading of cargo, such as the fuel cells seen
in the rear of the truck. (Photo courtesy of John Adams-Graf)

VARIANTS
M813 Cargo Truck

This was the basic cargo model as described above
and could carry 5 tons of cargo across country and 10
tons of cargo on roads. The foldable seats enabled 26
fully equipped troops to be carried.

The M813 truck had a 179-in. wheelbase, 11:00 x 20
tires and a 14 x 7-ft. cargo bed. The M813A1 also had a
179-in. wheelbase, 11:00-20 tires with a 14-foot x 7-foot
cargo bed. However, the bed of the M813A1 was of a
dropside design with a 147 1/2-in. access opening on
each side. These allowed easy loading and unloading
using forklifts on the ground. The spare wheel assembly
was mounted on the left forward side at rear of cargo box
on both M813 and M813A1 cargo trucks. The M814
cargo truck had a 7 x 20-ft. cargo box. The M814 spare
wheel carrier was mounted to the truck frame rail
between the cab and tandems on the driver's side. All
trucks had removable front and side racks, troop seats,
and a hinged tailgate.

Bows and tarpaulins could be installed, if required,
on each of the three cargo trucks.

The M813, M813A1, and M814 cargo trucks were
used to transport equipment, materials, and/or
personnel. The M813 and M814 cargo trucks had
permanent steel-welded sides. For this reason, they were
preferred vehicles for use in transporting bulky payloads
that may shift during transit.

The M813 and M813A1 vehicles provided 550 cu. ft.
of cargo space, and the M814 vehicle, which is 72 in.
longer, provided 744 cu. ft. of cargo space. Some M814
vehicles were equipped with a front winch. This feature

STANDARD CATALOG OF U.S. MILITARY VEHICLES

193

5-TON TRUCKS

CAB
PROTECTOR

MIDSHIPS
WINCH

BOLSTER
ASSEMBLY

FIFTH WHEEL
ASSEMBLY

REACH

The P-14 bolster trailer was used to haul logs, pipe, poles and other long objects. The M815 truck normally was equipped with a steel hardtop.

(U.S. Army photo)

made it more versatile for operations under difficult field
conditions.

The M814 cargo truck was not maneuverable in
limited spaces

M815 Bolster Truck

The M815 bolster truck and trailer combination was
designed to transport utility poles, bridge sections, and
logs. The bolster trailer was carried on the rear of the
truck when it was not in use.

The M815 bolster truck was equipped with a cab
protector, front winch, midships winch, bolster
assembly, and bolster trailer carrier. The carrier was
connected to the truck frame to support the M796
bolster trailer in the loaded position. Ramps are used for
loading and unloading the bolster trailer. Mounting
brackets for the ramps were located at the rear section of
the trailer carrier.

The bolster trailer M796 (P14) had two bolster
assemblies mounted over the midsection of the trailer

The crane operator's station of the M819 could be fully enclosed with a hard top kit. In the absence of the hardtop kit, a canvas tarpaulin and bows were

provided for the crane operator. (U.S. Army photo)

QA STANDARD CATALOG OF U.S. MILITARY VEHICLES
e

frame, an adjustable reach, and a bolster assembly
mounted on the reach. The trailer had safety chains,
failsafe air-over-hydraulic wheel brakes, separate
parking brake for both front wheels, an inter-vehicular
electrical cable, two airbrake hoses, and retractable
landing gear mounted on its reach.

M816 Medium Wrecker Truck

The medium wrecker M816 was used to return
disabled vehicles for repair, and to free mired vehicles.
The vehicle crane can be used for lifting operations of up
to 20,000 lbs. Common uses for the M816 as a crane
included removing and replacing engines, power packs,
and gun tubes, and loading and unloading munitions.

The crane mounted on the medium wrecker M816
was hydraulically powered, with the hydraulic pump
being driven via PTO from the truck engine. The front
and rear winches were both mechanically driven via
PTOs from the truck's driveline. The front winch was
used primarily for self-recovery if the medium wrecker
were to become mired, or for assisting the rear winch by
acting as an anchor point. The rear winch was the heavy-
duty recovery apparatus and had a 45,000-Ib. pulling
capability. Both the front and rear winches were
equipped with level winding devices.

The crane, which had a live boom that could be
extended hydraulically from 10 to 18 ft., was used for
lifting loads up to 20,000 Ibs. The rear suspension on the
wrecker was different than that of the other trucks,
having a beam above the springs to limit spring
deflection.

The M816 was basically the bed of an M543 wrecker mounted on a new
chassis. (Photo courtesy of Shane G. Deemer, Military Rails Online)

The hydraulic reservoir for the 20,000-Ib.-capacity hoist is visible in this
photo, as is the 45,000-Ib.-capacity rear recovery winch with level wind
device. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHIC

5-TON TRUCKS

The M817 dump truck had a steel bed with a 5-cubic-yard dump bed.
(Photo courtesy of Memphis Equipment Company)

The M817 dump truck was used to transport
materials such as sand, gravel, and stone, or other bulk
materials. These vehicles operated on or off the road with
load limits up to 10,000 Ibs.

Fully loaded, this vehicle could tow trailers with
loads up to 15,000 Ibs. This vehicle had a welded-steel
dump body that was lifted by two hydraulic cylinders.
The forward end of the dump body extended up and over
the vehicle cab to protect it and the driver from damage
during loading. Troop seats were available as well to
allow the dump truck to be used for troop transport
operations.

The dump bodies on these trucks had a tailgate that
could be opened at either the top or bottom, allowing
operation as a regular end load-type, rocker- type, or as
a spreader-type dump truck.

M818 Tractor, Truck

The M818 tractor truck had a 33-in. standard-sized
fifth wheel and was used to haul semi-trailer loads up to
37,500 lbs. maximum. While connected to a semi-trailer,
the fifth wheel could pivot up, down, and sideways, to
permit operation of the truck and trailer over irregular
terrain.

However,the fifth wheel could not pivot more than 21
degrees up, 15 degrees down, or 7 degrees sideways.
This meant semi-trailer operations cross-country had
their limits.

M819 Tractor Wrecker

The M819 tractor wrecker truck had a hydraulically
powered engine-driven crane, a front winch equipped
with a level winding device, and a fifth wheel for pulling
a trailer. The crane, the boom of which could be extended
from 11 1/2 to 26 ft., was used for lifting loads up to
20,000 lbs. One section telescoped hydraulically, the
second section did not have power extension. The boom
was capable of 270 degrees rotation and approximately
45-degree elevation. The vehicle was used for freeing
mired vehicles, lifting materials for loading and
unloading operations, and for towing trailers.

195

5-TON TRUCKS

The M818 tractor, as well as the dump trucks, used a shorter wheelbase than the cargo trucks. re S. Army photo)

This restored M818 tractor, owned by Jim Lurba, has an extension on its
fender-mounted air cleaner. (Photo courtesy of John Adams-Graf)

The M819 tractor wrecker was equipped with a longer boom than the
M816, and had a rear-mounted fifth wheel instead of a recovery winch.
(Photo courtesy of Memphis Equipment Company)

196 STANDARD CATALOG OF U.S. MILITARY VEHICLES

A fifth wheel, or semi-trailer coupler, was mounted
on the rear of M819 tractor wrecker truck in place of the
drag winch of the M816. The base of the fifth wheel
pivoted on a walking beam, which in turn pivoted on the
sub-base. This construction permitted the fifth wheel to
move in all planes. The front winch was used to free the
vehicle if it became mired.

M820 Van Expansible Truck

The M820-type trucks were equipped with a fully
enclosed body at the rear that was 8 ft. wide in its
normal position.

The M820 expansible van truck had windows,
heating and air-conditioning systems, and used outside
electric power. The M820A1 expansible van truck lacked
windows and air-conditioning but did have a heating
system. The M820A2 expansible van truck had windows,
hydraulic liftgate, heating, and air-conditioning system.

The M820 and M820A2 expansible vans transported
electronic base stations into the field. The M820A1
expansible van could be used for the same things. In the
traveling position, the van truck bodies were 17 ft. long
by 8 ft. wide. When in the field, van sides were expanded
to give a width of nearly 14 ft. They served as
communication stations or electronic repair stations.
The vans were designed to carry up to 5,000 lbs. of
equipment inside. The M820A2 expansible van was
equipped with a hydraulic liftgate, which made it the
preferred vehicle to use when heavy, delicate electronic
equipment had to be moved in or out of the van.

The M811A2 was the chassis that was the basis for

When the M820 was expanded, the interior volume of the bed almost

doubled. The flap in the front has been raised, allowing the air conditioner

be draw fresh air. (Photo courtesy of Shane G. Deemer, Military Rails
inline)

95TH MT
CAL 106

- 5 - —_— x = cL
The M820 expansible van was equipped with a single air conditioner and
two diesel-fired heaters in the compartment over the truck cab. (Photo
courtesy of Shane G. Deemer, Military Rails Online)

5-TON TRUCKS

M820, M820A1, and M820A2 Expansible Vans This
chassis had a 215-in. wheelbase and_ used
11:00-20 tires.

M821 Bridge Transport

The M821 was used to carry bridging components
and was based on the M812 chassis.

The bridge transporting truck was equipped with a
stake body specially designed to carry bridge building
materials and equipment such as the M4T6 float bridge
or class 60 bridge sections. The truck stake racks could
be removed if needed to transport extra-wide loads.

The bed of the M821 bridge transporting truck was
20 ft. long and 7-ft. wide. A roller built into the rear edge
of the bed was used to ease loading and unloading of
bridging equipment. Two hand-operated winches on the
left underside of the body and two identical winches
under the rear of the body were used to secure load to
the truck.

The M821 was the replacement for the G-744 Series M328 bridge truck. It
was used to transport the M4T6 float bridge or Class 60 bridge sections.
(U.S. Army photo)

The M820A1 lacked the windows and air conditioner of the M820, but was equipped with heaters. (Photo courtesy of AM General)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 197

5-TON TRUCKS

The power tailgate on the rear of the M820A2 could be powered by PTO, or electrically. This was very handy when moving large pieces of delicate
electronic equipment. (U.S. Army photo)

- San.

When the ribbon bridge was introduced, special equipment was required
to transport the bridge and erection boat. This is an example of one of
these transporters. (Photo courtesy of Memphis Equipment Company)

Ribbon Bridge Carrier and Lauching Vehicle

An M809 chassis is also used to carry and launch
the Ribbon Bridge system as well as carrying and
launching the 27-ft. bridge erection boat.

198 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Shop Equipment, Organizational Repair Truck

A mobile machine shop, often known as_ the
“Batmobile” because of its unusual elevating side doors,
which give it the appearance of a bat in flight when
opened, was built on a specially modified G-908 chassis.
The body housed a very complete repair facility and
machine shop. The power tools were powered by a large
generator that was driven by the truck’s engine. The
generator could also double as a welder. In addition to
power tools, these trucks carried manyy hand tools. Like
most Corps of Engineer equipment, it was not assigned
an “M-number,” but was known as the SEORLT, or
SEARL-118.

GENERAL DATA

MODEL M813
WEIGHT NET** 21,020 Ibs.
WEIGHT GROSS** 31,020 Ibs.
MAX TOWED LOAD 15,000 Ibs.
LENGTH** 319
WIDTH* 97.75
HEIGHT“ 117
WHEELBASE 179

TIRE SIZE 11.00-20
MAX SPEED 52 mph
FUEL CAPY 78 gal
RANGE LOADED 350 mi
ELECTRICAL 24 neg
TRANSFER SPEEDS 2
TRANSMISSION

SPEEDS 5F
TURNING

RADIUS FT 42-4
MODEL M816
WEIGHT NET** 35,050 Ibs.
WEIGHT GROSS** 42,050 Ibs.
MAX TOWED LOAD 20,000 Ibs.
LENGTH** 356
WIDTH* 97.75
HEIGHT* 112
WHEELBASE 179

TIRE SIZE 11.00-20

M813A1
21,020 Ibs.
31,020 Ibs.
15,000 Ibs.
319

97.75

117

179
11.00-20
52 mph

78 gal

350 mi

24 neg

5F
42-4

M817
23,755 Ibs.
337,55 Ibs.
15,000 Ibs.
289

97.75

112

167
11.00-20

M814
23,540 Ibs.
33,540 Ibs.
15,000 Ibs.
395

97.75

117

215
11.00-20
52 mph

78 gal

350 mi

24 neg

5F
48-7

M818
20,165 Ibs.
35,165 Ibs.
37,500 Ibs.
280

97.75

112

167
11.00-20

M815

21,040 Ibs.
31,040 Ibs.
15,000 Ibs.

317
97.75
118

179
11.00-20
52 mph
78 gal
350 mi
24 neg
2

42-4

=
A

MAX SPEED

FUEL CAPY

RANGE LOADED
ELECTRICAL
TRANSFER SPEEDS
TRANSMISSION
SPEEDS

TURNING

RADIUS FT

MODEL

WEIGHT NET**
WEIGHT GROSS**
MAX TOWED LOAD
LENGTH™*

WIDTH

HEIGHT
WHEELBASE

TIRE SIZE

MAX SPEED

FUEL CAPY
RANGE LOADED
ELECTRICAL
TRANSFER SPEEDS
TRANSMISSION
SPEEDS

TURNING

RADIUS FT

STANDARD CATALOG OF U.S. MILITARY VEHICLES

52 mph
133 gal
585 mi
24 neg
2

SF
42-4

M819
35,065 Ibs.
47,065 Ibs.
37,500 Ibs
359

97.75

132

215

12.00 x 20
52 mph
78 gal
350 mi

24 neg

48-7

52 mph
110 gal
440 mi
24 neg
2

5F
40-7

M820

- 28,195 Ibs.
. 33,195 Ibs.
. 15,000 Ibs.

363

97.75

138

215

11.00 x 20
52 mph
78 gal
350 mi

24 neg

47-2

5-TON TRUCKS

52 mph
110 gal
440 mi
24 neg
2

5F
42-4

M820A1
27,895 Ibs.
32,895 Ibs.
15,000 Ibs.
363

97.75

138

215

11.00 x 20
52 mph

78 gal

350 mi

24 neg

SF
47-2

199

5-TON TRUCKS

MODEL M820A2_ M821 SEORLT
WEIGHT NET** 30,195 Ibs. 28,800 Ibs. 32,630 Ibs.
WEIGHT GROSS** 32,895 Ibs. 35,195 Ibs. 38,800 Ibs.
MAX TOWED LOAD 15,000 Ibs. 15,000 Ibs. 15,000 Ibs.
LENGTH"* 376 382 356
WIDTH 97.75 114 98.5
HEIGHT 138 114 125
WHEELBASE 215 215 215

TIRE SIZE 11.00-20 14.00-20 12.00-20
MAX SPEED 52 mph 52 mph 52 mph
FUEL CAPY 78 gal 78 gal 78 gal
RANGE LOADED 350 mi 350 mi 350 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSFER SPEEDS 2 2 2
TRANSMISSION

SPEEDS 5'F 5F SF
TURNING

RADIUS FT 47-2 48-7 48-7

Overall dimensions listed in inches.
** Subtract 665 lbs from weight and 15.5 in. in length for vehicles
without winches. Expansible vans do not have winches.

ENGINE DATA

ENGINE MAKE/MODEL Cummins NHC250

NUMBER OF CYLINDERS 6
CUBIC INCH DISPLACEMENT 860
HORSEPOWER 240 @ 2100 rpm
TORQUE 685 Ibs.-ft. @ 1500 rpm
VALUES

6 5 4 3 2 1
M813 1,500 3,000 4,000 7,500 13,500 29,000
M813A1 1,500. 3,000 5,000 8500 14,500 30,000
M814 1,800 3,200 5,500 9,500 16,000 32,000
M815 1,800 3,200 5,500 9,500 16,000 32,000
M816 3,500 5,500 9,000 14,000 20,000 36,000
M817 2,000 4,000 6,000 10,000 16,000 31,000
M818 1,500 3,000 4,000 7,500 13,500 29,000
M819 3,500 5,500 9,000 14,000 20,000 36,000
M820 1,800 3,200 5,500 9,200 15,500 31,000
M820A1 1,500 3,200 5,000 9,000 15,000 30,000
M820A2 1,800 3,200 5,500 9,500 16,000 32,000
M821 1500 3,000 4,000 7,500 13,500 29,000
SERL-118 1,500 3,000 5,000 9,500 — =
SCARCITY
M813 2
M813A1 2
M814 3
M815 4
M816 3
M817 3
M818 2
M819 3
M820 4
M820A1 4
M820A2 4
M821 3
SERL-118 4

M939 Cargo Truck

Development work on military vehicles is never
complete. Even as production begins on one vehicle,
work goes on to improve it. So it was when the M809 5-
ton 6x6 was type classified. Extensive testing of the
M809 series in 1970 had shown that product
improvements should be carried out in the areas of
transmission, transfer case, and brakes.

By the late 1970s half of the Army’s 35,000 5-ton
6x6 trucks were at least 10 years old. The replacement
for these trucks, officially known as a PIP, for Product
Improvement Package, was given the designation

200 STANDARD CATALOG OF U.S. MILITARY VEHICLES

XM939. Two test trucks were built by AM General
featuring the Product Improvement Package. After
extensive trials of the cargo and semi-trailer tractor
prototype vehicles, at last in October 1979 the M939
(6x6) 5-ton cargo truck was type classified. In April 1981,
a contract for 11,394 of the new trucks was awarded to

et RERBEAD M ——

Here is a winch-equipped M925A2 on the left, with the non-winch M923A2
on the right. Notice the additional length between the front bumper and
the grill on the truck on the left. The second set of shackles, below the
bumpers of both these trucks, are characteristic of the A2 series only.

The A2 vehicles used much larger sine radial tires, as did the A1 series,

but they also were powered with a different engine than was used in the

peeves series. This M923A2 was photographed at the MVPA Convention,
‘ort Lee, Virginia. (Photo courtesy of John Adams-Graf)

Standard-length, winch-equipped trucks with drop-side cargo beds were
designated M925. The M925A2 shown here, assigned to the 395th
Ordnance Company of Appleton, Wisconsin, has been equipped with a

M66 ring mount and a convoy warning light. (Phot
Adame Brat y ig lig (Photo courtesy of John

—

5-TON TRUCKS

s Nites SN Gi AS. phat Se! 5 Pay alee et eR Sate
This particular M923 has an F36T4-2S shelter in its bed. Visible behind the cab, which has been fitted with the optional hard top, is the spare tire and its
handling davit. (Photo courtesy of Keco Industries)

Ce
hj

‘ a 3
bi fa
ee

—
we De

The base vehicle for the Army's new series 5-ton cargo trucks was the M923 cargo truck. The same truck with a fixed-side body was named the M924.
(Photo courtesy Keco Industries)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 20]

5-TON TRUCKS

Extra-long-wheelbase vehicles have been developed in every class of 5-
ton vehicles since WWII. In the M939 series, the big truck is known as the
M927 without a winch, and an M928 when equipped with a winch. Shown
here is an M928A1. (Photo courtesy of Bruce Kubu)

Although this truck is does not have its sideboards place, the extra-long-
wheelbase truck’s sideboards did not have troop seats. These large
vehicles were built to haul cargo only. (Photo courtesy of Bruce Kubu)

The dump truck member of this family is the M929, shown hers in the Al
version. If this truck was equipped with a front winch, it would be an M930.
(Photo courtesy of Bruce Kubu)
AM General Corporation by the U.S. Army Tank
Automotive Command.

Production of the new M939 series 5-ton vehicles
was begun in 1982 at AM General's plant at South Bend,
Indiana.

202 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The dump bed of the M929A1, like that of most military
dump trucks, had a cab protector. (Photo courtesy of Bruce
Kubu)

ee ss a |
Winch-equipped tractors were model M932, while non-winch models were
known as M931. The position of the air intake above and behind the cab
helped reduce in-cab noise. (Photo courtesy of Bruce Kubu and John
Winslow)
Although the initial price tag of the M939 was greater
than that of the M809 series, cost (lifecycle) was
estimated to be the same as that for M809 vehicles. The
two vehicles were produced side by side briefly as the
M939 series production began and the M809 production
ended.

All the M939 and M939A1 trucks were built by AM
General, which had developed the truck. In the mid
1980s the program was up for re-buy as the M939A2,
and a team made up largely of former AM General
employees put together the successful bid. Immediately
after the award, the winners sold the contract to BMY, a
division of HARSCO. Bowen-McLaughlin-York (BMY) of
York, Pennsylvania, has a long and respectable record of
building tracked vehicles dating back to WWII, but had
limited experience in wheeled military vehicles. BMY
Wheeled Vehicles Division was established in a leased
plant in Maryville, Ohio.

The previously used M809’s transmission and
transfer case had their origins with the gasoline-powered
G-744 M39 series trucks. As such they were under
capacity and mismatched to the engine/axle ratio of the
Cummins-powered M809. This made the engine prone to
over-speeding or laboring due to improper gear ratio

see! > ie ee i a
Another view of an M932 5-ton truck. (Photo courtesy of Bruce Kubu and
John Winslow)

selection. The M939 had an automatic transmission that
eliminated these problems — a concept first tried in a
U.S. 6x6 with the GMC M135 series of the 1950s. An
automatic transmission has been shown to require less
driver training, reduce fuel consumption, lessen driver
fatigue, and require less maintenance compared to a
manual transmission.

The transfer case used by the M939 is pressure
lubricated, whereas earlier vehicles relied on splash
lubrication. Front axle engagement is controlled by the
driver using an air cylinder. Earlier 5-ton 6x6 trucks
used an automatic overrunning clutch to engage the
front axle. It is not necessary to stop the truck to shift
between transfer case ranges.

The M939 uses commercial-type full air brakes,
rather than the air-over-hydraulic brakes used on earlier
models. The air brakes are self-adjusting and are backed
by fail-safe mechanical spring brakes.

The exhaust stack used on these M934 expansible van trucks was conside

rably shorter than that of the rest of the series. This avoided interference with

5-TON TRUCKS

Externally, while retaining the conventional layout
used by US 6x6s, the truck differs in some obvious ways,
especially in the area of the engine hood and the grille.
The hood of the M9339 is joined to the front fenders and
is hinged to tilt forward for easier access to the engine
components. Basic maintenance can be carried out from
the ground, whereas even opening the hood on the M809
required climbing onto the bumper.

While at a glance the cab itself looks like the
standard military one, it however is considerably wider.
The M939 is the first tactical truck to meet Surgeon
General standards for in-cab noise even with the
windows open. Part of the noise reduction was
accomplished by relocating the engine air intake and
exhaust stack to a position behind the cab from the
forward location used on previous models.

The engine used in the M939 and M939A1 was the
855-cid NHC250 Cummins similar to the engine used in
M809 series. However, the engine of the M939 was fitted
with connectors for engine diagnostic equipment known
as ISTE/ICE (Simplified Test Equipment, Internal
Combustion Engine). The ease of use of this test
equipment, it was hoped, would cut maintenance time
and eliminate incorrect replacement of components
based on poor diagnosis. The M939 was the first truck
built for use with STE/ICE. The M939A2 series vehicles
used a smaller turbosupercharged 504.5-cid Cummins
6CTA8.3 diesel engine. Horsepower ratings of the
Cummins 6CTA8.3 are equivalent to the NHC-250.

Winch-equipped vehicles use a_ hydraulically
powered winch instead of the mechanical winch driveline
used on the older M series vehicles. With hydraulic drive
the winch will stop when overloaded and restart when
the overload is removed. The older mechanical-winch
driveline used on previous vehicles required shear-pin

the heater and air-conditioner assembly extending over the cab. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

203

5-TON TRUCKS
replacement when similarly overloaded.

Differences in tires and wheels can help different
series of trucks. The initial M939 series used 11.00 x 20
with dual rear wheels. The Al series vehicles had larger
14.00-20 tubeless tires and single rear wheels.

The A2 series vehicles have single tires, like the Al
series, but the truck has a CTIS Central Tire Inflation
System, and steel shields on the wheels to cover the
inflation valves.

With their large tires, the Al and A2 series vehicles
earned the nickname Big Foot. A davit behind the cab is
used to load and unload the spare tire.

Like most U.S. military trucks, a variety of special-
purpose kits were made for the M939 series of trucks.
These include: automatic chemical alarm, hot water
personnel heater, deep-water fording, bow and tarpaulin
cover, electric brake, engine coolant heater, fuel burning
heater, hard top closure, and machine gun mount.

— M923 Cargo Truck, dropside body,
wheelbase without winch

— M924 Cargo Truck, fixed-side body,
wheelbase without winch

— M925 Cargo Truck, dropside body,
wheelbase with winch

— M926 Cargo Truck,
wheelbase with winch

— M927 Cargo Truck, fixed-side body, long wheelbase
without winch

— M928 Cargo Truck, fixed-side body, long wheelbase
with winch

— M929 Dump Truck, short wheelbase, without winch

— M930 Dump Truck, short wheelbase, with winch

— M931 Tractor Truck, short wheelbase, without winch

— M932 Tractor Truck, short wheelbase, with winch

— M934 Expansible Van Truck, long wheelbase, without
winch

— M935 Expansible Van Truck, long wheelbase, without

winch, with hydraulic lift gate

— M936 Medium Wrecker, standard wheelbase, front
and rear winch

— M942 Chassis with cab, for mounting of purpose built
bodies, long wheelbase

— M944 Chassis with cab, for mounting of purpose built
bodies, standard wheelbase

standard
standard
standard

fixed-side body, standard

GENERAL DATA

MODEL M923 M924 M925 M927
WEIGHT NET 21,470 Ibs. 21,470 Ibs. 22,750 Ibs. 24,300 Ibs.
WEIGHT GROSS 31,470 Ibs. 31,470 Ibs. 32,750 Ibs. 34,300 Ibs.
MAX TOWED LOAD 15,000 Ibs. 15,000 Ibs. 15,000 Ibs. 15,000 Ibs.
LENGTH 307.2 328.7 307.2 383.2
WIDTH 97.5 97.5 97.5 97.5
HEIGHT 115 115 115 115
WHEELBASE 179 179 179 215

TIRE SIZE 11.00-20 11.00-20 11.00-20 11.00- 20
MAX SPEED 63 mph 63 mph 63 mph 63 mph
FUEL CAPY 81 gal 81 gal 81 gal 81 gal
RANGE LOADED 350 mi 350 mi 350 mi 350 mi
ELECTRICAL 24 neg 24 neg 24 neg 24 neg
TRANSFER SPEEDS 2 2 2 2
TRANSMISSION

SPEEDS 5 5F 5F 5F
TURNING RADIUS FT 38 38 38 46.2

204 STANDARD CATALOG OF U.S. MILITARY VEHICLES

MODEL M929 M931 M934 M936
WEIGHT NET 23,990 Ibs. 20,510 Ibs. 28,440 Ibs. 37,600 Ibs.
WEIGHT GROSS 33,990 Ibs. 58,010 Ibs. 33,440 Ibs. 44,600 Ibs.
MAX TOWED LOAD 15,000 Ibs. 37,500 Ibs. 15,000 Ibs. 20,000 Ibs.
LENGTH 273 264.5 362.6 362.2
WIDTH 97.5 97.5 97.5 97.5
HEIGHT 111.1 118.6 138 117.6
WHEELBASE 167 179 215 179

TIRE SIZE 11.00-20 11.00-20 11.00-20 11.00- 20
MAX SPEED 63 mph 63 mph 63 mph 55 mph
FUEL CAPY 116gal 116gal 81 gal 81 gal
RANGE LOADED 480 460 350 500
ELECTRICAL 24 neg 24 neg 24 neg 24 neg
TRANSFER SPEEDS 2 2 2 2
TRANSMISSION

SPEEDS 5F 5F 5F 5F
TURNING RADIUS FT 39.2 39.2 45.2 39

*Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Cummins NHC250 Cummins 6CTA8.3
NUMBER OF CYLINDERS 6 6

CU.-IN. DISPLACEMENT 855 504.5
HORSEPOWER 240 @ 2100 rpm 240 @ 2100 rpm
TORQUE 685 Ibs.-ft. @ 1500 rpm 745 Ibs.-ft. @ 1500 rpm
VALUES

6 5 4 3 2 1
M923 3,000 6,000 10,000 18,000 26,000 45,000
M924 3,000 6,000 10,000 18,000 26,000 45,000
M925 3,000 6,500 10,500 18,850 26,850 46,000
M927 3,000 6,500 11,000 19,000 28,000 47,000
M929 3,500 6,500 11,000 19,000 28,000 48,000
M931 2,000 4,000 6,000 10,000 16,000 31,000
M934 2,000 4,000 6,000 10,000 16,000 31,000
M936 4,500 7,000 12,000 21,000 31,000 52,000
SCARCITY
M923
M924
M925

o
WOWWNNYNND

The wrecker bed of the M936A2 was very similar to that of the M816 and
M543, with the hydraulic reservoir mounted on the side of the shipper

(photo courtesy of Shane G. Deemer, Military Rails Online)

6-TON TRUCKS

G'535 Mack NM

The series NM was the first military 6x6 built by
Mack Trucks Inc. The NM series trucks were 6-ton prime
movers intended to tow anti-aircraft artillery and
transport the gun crews. The enclosed steel cab of the
NM was derived from Mack's civilian model L cab. A
midship winch with capstan head was mounted between
the cab and the 11-ft. steel cargo bed.

Production of the NM-1 began in 1940 and totaled 87
units. Its successor, the NM-2, was most readily
distinguished by its smaller headlights with parking
lamps on top. Mack built 107 of the NM-2.

The last of the hard-topped NMs were the 104 NM-
3s. As opposed to the straight front bumper of its
predecessors, the NM-3's bumper was arched in the
center to clear a pintle hook mounted on the front cross
member. This was used during artillery emplacement.

Counter to what some references list, beginning with
the NM-5 (NM-4 was not a production model), Mack
supplied the NMs with an open canvas-topped cab, but
the cab did have steel doors. The NM-5 through NM-8

models were equipped with gun carriage brake cylinders.
This amounted to an air slave cylinder that would
actuate the gun carriage’s mechanical brakes. This

The NM series trucks were tall. The hardtop versions stand just over 9 ft.
to the top of the cab. The cargo beds of the NM-1 through -3 were steel,
and built by Perfection. Beginning with the NM-3, the front bumper, now
sans tow hook, was arched to clear a pintle hook mounted on the front
cross member. Also, the brush guard of the NM-3 and later trucks was
considerably smaller than on the earlier trucks. (Photo courtesy of the
Mack Trucks Historical Museum)

The Mack NM-1 (shown here), NM-2, and NM-3 trucks were supplied with Lee tires with highway tread. Initially, the size was 9.75 x 22 in., but soon that
was increased to 10-22. The NM-1 and -2 had a flat bumper with tow hooks mounted on the top. (Photo courtesy of the Mack Trucks Historical Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

205

6-TON TRUCKS

The NM-5 lost its commercially based closed cab in favor of the military-style open cab. Simultaneously, the steel bed was replaced with a wooden bed,

still made by Perfection. The midship-mounted winch can clearly be seen in this photo. Notice the tire tread pattern has changed to the military non-
directional style. (Photo courtesy of the Mack Trucks Historical Museum)

The front pintle hook can be seen clearly in this photograph, as can be the liquid container be is i
NM-6. (Photo courtesy of the Mack Trucks Historical Museum) z, racks above the fuel tank. This Imposing vehicle Is the Mack

20G STANDARD CATALOG OF U.S. MILITARY VEHICLES
aV9

efta ee a Aes -
In July 1944, this NM-7 posed for a portrait at the Studebaker Proving Gro
for the NM were carried in the truck bed. (U.S. Army photo)

cylinder was mounted under the right rear frame rail.

By this time (1943), the U.S. military had
standardized on the Corbitt-White-Brockway-Ward
LaFrance 6-ton 6x6s, so the Macks were supplied as
foreign aid. The NM-6 was similar to the NM-5, except for
the addition of liquid container racks beside the winch
and rifle racks in the cab. Production was 1,060 NM-5
vehicles, 3,240 NM-6s, and 3,888 NM-7s. It is unclear
how many NM-8 trucks were built.

GENERAL DATA

MODEL NM

NET WEIGHT 22,659 Ibs.
GROSS WEIGHT 41,959 Ibs.
MAX TOWED LOAD —_ 30,000 Ibs.
LENGTH 282.375
WIDTH 96
HEIGHT 119
WIDTH* 50.125/94.375
TRACK 74.25
TIRE SIZE 10.00- 22
MAX SPEED 34 mph
FUEL CAPY 80 gal
RANGE LOADED 280 mi
ELECTRICAL 6/12 pos
TRANSMISSION

SPEEDS

TRANSFER

SPEEDS 2
TURNING

6-TON TRUCKS

und. The capstan head for the midship winch is clearly seen. The spare tires

RADIUS FT 37 R, 35L
Overall dimensions listed in inches.
* inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL Mack EY
NUMBER OF CYLINDERS. 6
CUBIC INCH DISPLACEMENT 707

HORSEPOWER 159 @ 2100 rpm
TORQUE 530 Ibs.-ft. @ 1000 rpm
GOVERNED SPEED (rpm) 2100
VALUE
6 5 4 3 2 1
All models 2,500 5,500 9,000 14,000 18,000 25,000

STANDARD CATALOG OF U.S. MILITARY VEHICLES 207

6-TON TRUCKS

In addition to the Mack NM, the U.S. Army fielded
several variations of the 6-ton 6x6 during WWII. The

original builder of these trucks was Corbitt, of
Henderson, North Carolina. Corbitt began producing its
model 50SD6 in 1941, and was soon joined by White,
which built identical vehicles with the clever model
number of 666 (six tons, six wheels, six-wheel drive).
Both the 666 and the 50SD6 were intended to be artillery
prime movers. As such, they were equipped with

midship winches and pintle hooks on both the front and
rear cross members.

Se Mabe

To conserve shipping space, the enclosed cab of the early 6-ton models
was replaced by the open military-type cab, as seen on this restored
example owned by Chet Krause, of lola, Wisconsin. As with the closed-
cab trucks, a machine-gun mount was available for the open-cab models.

2 ae

Like Corbitt, White converted to production of open-cabbed trucks, lik

e this bridge truck chassis photographed in April of 1944 at the Studebaker

In 1942, Brockway joined in the manufacture of 6-
ton trucks as well, assigning model number B-666 to its
vehicles. While Corbitt’s entire production was artillery
prime movers, between 1942 and 1944 Brockway built
chassis for Quickway Cranes and pontoon and bridge
erecting trucks.

Prime mover production at White carried over from
1941 into 1942, at which time they were joined on the
assembly line by simple chassis bridge erecting and
gasoline tankers, and truck tractors. In 1944, long-
wheelbase cargo trucks and chassis for Signal Corps
vans were added.

In 1945, FWD Corporation of Clintonville, Wisconsin,
was added to the 6-ton truck manufacturing group. FWD
completed 168 bridge erecting trucks. Ward LaFrance
also built trucks in this series.

PN a _ ' a

These bridge erection trucks were photographed in Japan just prior to
their transfer to the Japanese self-defense force. The elaborate
hydraulically powered beds on these trucks were built by Heil and given
eee) number M-11. (National Archives and Records Administration
photo)

Proving Ground. Like many of the bridge trucks, this truck is equipped with a 25,000-Ib.-capacity dual-drum winch. (U.S. Army photo)

20% STANDARD CATALOG OF U.S. MILITARY VEHICLES

6-TON TRUCKS

7 | The White-built 6-ton trucks were vikeually identical to the Corbitt trucks.
“s This White version was photographed in October 1943. (National Archives
in inflated = and Records Administration photo)

This 1945 photograph shows the hoist being used to launch at

pontoon during a bridging operation. The bridge trucks had an additional
air compressor and air reservoir to inflate these. (Photo courtesy of
United States Army Engineer School Office)

ais ime? Mies wii ee
The hoist of this truck is being used to unload panels of a treadway bridge
In order to conserve steel needed for more critical items during the war, section. The bridge trucks were built on specially reinforced 220-in.-
the steel bed of the early trucks was replaced with a wooden bed. Notice wheelbase chassis. (National Archives and Records Administration
the steps on the rear mud flaps, and the spare tires mounted in the bed. photo)

~ = - ——_ <2

This early Corbitt 6-ton has had an antiaircraft machine-gun mount added above its enclosed cab. This vehicle also has a steel cargo bed — a feature
discontinued in 1942. The midship winch is visible between the cab and bed. (National Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 2()9

5-TON TRUCKS

Only 25 of these huge 2,000-gallon fuel tankers were built by White, making them the scarcest of the 6-ton trucks. They featured self-sealing four-
compartment tanks built by Butler. There were provisions to install bows and canvas to camouflage them as cargo trucks. (White Motor Company photo)

Initial , White put its name badge on the grille of its trucks, but this practice was discontinued i
mover chassis proudly displays its builder's plate. (White Motor Company photo) Per government instructions. This early closed-cab prime

210 STANDARD CATALOG OF U.S. MILITARY VEHICLES

6-TON TRUCKS

dita ads .

/ : at aie oN - i 2 = ¢. . ‘
The extra-capacity air receivers can be seen in this overhead view, along with the interior arrangement of the cab. This photo was taken by the
Engineering Standards Laboratory in February 1944. (U.S. Army photo)

——_

(

aw: f
aoa

s. The trucks were equipped with a capstan drum on each side of the main winch drum.

The front-mounted winch came on many of the 6-ton vehicle:
(White Motor Company photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 211

6-TON TRUCKS

After WWII, some of the 6-tons were equipped with stake bodies for
bridging equipment similar to the M-series 5-ton trucks. An example of a
6-ton so equipped is shown here. (Photo courtesy of the Patton Museum)

GENERAL DATA

MODEL C666
CHASSISS
WEIGHT NET 22,400 Ibs.
GROSS 32,850 Ibs.
MAX TOWED LD —_
LENGTH 311.625
WIDTH 114
HEIGHT 134
WIDTH 48/114
TRACK 81
TIRE SIZE 14.00-20
MAX SPEED 37 mph
FUEL CAPY 118 gal
RANGE LOADED 306 mi
ELECTRICAL 6/12 pos
TRANSMISSION
SPEEDS
TRANSFER
SPEEDS 2
TURNING
RADIUS FEET 44 R, 43L

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

VALUES

6 5 4
Value, all models 3,000 6,000 10,000

SCARCITY

Scarcity 4

WHITE 666 WHITE 666
TANKER CARGO
23,820 Ibs. 22,900 Ibs.
35,820 Ibs. 42,000 Ibs.
—= 40,000

286 289
110.125 96

96 114
49.125/95.375 50.25/94.25
72.25 72.25
10.00- 22 10.00-22
35 mph 35 mph

80 gal 80 gal

300 mi 300 mi
6/12 pos 6/12 pos

4 4

2 2

41 41

HERCULES HXD

855

202 @ 2150 rpm
642 @ 900 rpm
2150

3 4 1

17,000 22,000 30,000

WHITE 666
TRACTOR
22,070 Ibs.
41,530 Ibs.
30,000
278.75
113.125
113.125
49.125/113.125
81.125
14.00- 20
35 mph

80 gal

300 mi
6/12 pos

4
2
4)

212 STANDARD CATALOG OF U.S. MILITARY VEHICLES

This 6-ton truck has a Quickway 3/8-yard shovel and crane mounted on its
197-in.-wheelbase chassis. The crane mechanism was powered by a
separate International U-9 four-cylinder engine. (U.S. Army photo)

CORBITT
50SD6

42,070 Ibs.
40,000
286

120
47.5/97
72.25
10.00- 22
37.5mph
80 gal
200 mi
6/12 pos

4
2

41R, 42L

7 1/2-TON TRUCKS

GENERAL DATA

The NO was a huge vehicle designed to tow 155mm
guns and 8-in. howitzers. The NO series was classified as
a 7 1/2-ton 6x6, but it shared many components with
the postwar G-792 10-ton trucks. The first design, the
NO-1, did not go into series production. The NO-2 went
into production in 1943 with a total of 403 of the
imposing vehicles turned out. These were followed by 97
of the NO-3 model and 1,000 of the NO-6 model. All the
NO-3 and NO-6 trucks were supplied to other countries.
The final incarnation was the NO-7, 550 of which were
supplied to U.S. forces.

All of the production NOs had wooden cargo bodies
made by the Schantz Furniture Company. Any found
with steel cargo bodies were rebodied during NATO
service. Another feature common to all these trucks is
the massive Gar Wood 5MB 40,000-lb.-capacity winch.
All the NOs were nearly identical.

A hoist was mounted on the rear of the bed, which
was used to lift the gun trails of the towed weapon during
coupling. The hoist was also used to handle the two huge
12.00-24 in. spares carried in the bed.

The lone Mack model NO was photographed at Aberdeen Provin:
of this truck were louvered, and the cab was the traditional Mack

huge winch behind the front bumper did nothing to diminish its

MODEL NO

NET WEIGHT 29,103 Ibs.
GROSS WEIGHT 50,000 Ibs.
MAX TOWED LOAD _ 50,000 Ibs.
LENGTH 296.75
WIDTH 103
HEIGHT 124.25
WIDTH* 50.75/101.75
TRACK 76.25
TIRE SIZE 12.00- 24
MAX SPEED 32 mph
FUEL CAPY 160 gal
RANGE LOADED 400 mi
ELECTRICAL 6/12 pos
TRANSMISSION

SPEEDS

TRANSFER

SPEEDS 2
TURNING

RADIUS FT. 35

Overall dimensions listed in inches.
*Inside/ outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT

Mack EY
6
707

HORSEPOWER
TORQUE

GOVERNED SPEED (rpm)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

159 @ 2100 rpm
534 Ibs.-ft. @ 800 rpm
2100

Ground in December of 1940. Unlike the production models, the engine side panels
shape. Even with the antique-style cab, the NO was an impressive machine, and the
brawny look. (National Archives and Records Administration photo)

213

7 1/2-TON TRUCKS

Although the NO-3s were all supplied for foreign aid, before shipping out this one took part in a War Bonds Drive. Notice the boards protecting the
ground from the NO’s weight (almost 30,000 Ibs.), and the wide five-man cab. (Photo courtesy Mack Trucks Historical Museum)

igned, the steel cargo body has
al Museum)

This NO-2 is an example of the first NO production model. The cab and front-end sheet metal were completely ri
given way to a wooden bed, and a different model of front winch has been used. (Photo courtesy Mack "Trucks Mistores

214 STANDARD CATALOG OF U.S. MILITARY VEHICLES

7 1/2-TON TRUCKS

The NO-6, like the other production NOs, had the traditional military troop seat and side board arrangement. The lower section of the side boards aft of
the spares hinged down to provide seating. The rear-mounted derrick is barely visible in this 1944 Studebaker Proving Ground photo. (U.S. Army photo)

Like most of the open-cabbed tactical vehicles of WWII, the NO could be fitted with the M36 antiaircraft machine-gun mount. This filthy example was
photographed at the Aberdeen Proving Grounds in February 1943. (National Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 215

10-TON TRUCKS

G-116 Wrecker

These robust vehicles have their beginnings in three
vehicles built in the late 1930s by the Corbitt Truck
Company. In 1940, Ward La France was awarded a
production contract, and production began the following
year. Later, Kenworth was given a contract to produce a
vehicle using identical essential serviceable parts,
although the sheet metal on the cab was different. A
Continental Model 22R engine powered the trucks by
both builders, with the earliest versions having the dual
ignition system (two spark plugs per cylinder)
characteristic of the fire apparatus that was Ward La
France’s primary business. Kenworth delivered its first
M1 wrecker in mid 1942.

The G-116 series trucks were to be the standard
heavy wrecker of the U.S. military throughout World War
II and into the 1950s. Regardless of who built the

This is one of the two test examples of the famed Ward LaFrance M1 wrecker. This

chassis, the recovery equipment was built by Gar Wood
Industries, and included a crane with 180 degree
traverse. In their final form, the Series 5 Ward La France
and model 573 Kenworth parts were completely
interchangeable.

The M1 and MI1AI1, known at various points in their
careers as 6-ton or 10-ton wreckers, were the Army's
standard wrecker until the 1950s, when the adoption of
the M62 caused these to be reclassified as limited
standard before they were finally phased out. A limited
number of the Ward La France chassis were used as the
basis for Class 155 fire and crash truck.

Ward La France Model 1000 Series 1

Starting in 1941, this was the first model to reach
mass production. Sixty-nine of these trucks were built
under contract W-740-ORD-6294. These trucks, all with
the closed cab, had the two 11.25-20 spare tires
mounted behind the cab, crosswise on the truck. These
were the only trucks of the series to use this size tire. The

hoto 2 z
adaptation of Ward LaFrance's civilian product. The front winch is hidden between the front coerce. word he osu. rhe front-end sheet metal was’an

directional tread, can be seen behind the cab. (U.S. Army photo)

216 STANDARD CATALOG OF U.S. MILITARY VEHICLES

n the front bumper and the radiator. One of the spare tires, with

10-TON TRUCKS

Series 1 trucks lacked the rear drag winch that was so The crane was manually operated.
useful on the later models. The spare tire mounting was changed. One tire was
stored crosswise behind the cab, the other on the
passenger's side of the crane base. The first 143 trucks
The Series 2 trucks were fitted with a 47,500-lb.- were built in 1941-1942 under contract W-740-ORD-
capacity rear drag winch, a Gar Wood 5M713K, with 350 2126. An additional 15 vehicles were later ordered under

ft. of rope, in addition to the 20,000-lb.-capacity Gar supplement to the same contract.
Wood 3U615 winch mounted behind the front bumper. The next contracts, also in 1942, were for 61

The Ward LaFrance M1 has a relatively clean, uncluttered look. Notice the siren mounted on the left front fender and the hand wheels for raising,
lowering, and rotating the boom mounted on the crane support. (U.S. Army photo)

dae For a >
The boom of the M1 wreckers could be swung to the side for lifting and recovery operations. The wooden sideboards of the bed are visible here, as is
the M1’s lack of a rear drag winch. The two oxygen bottles and a single acetylene bottle were carried as part of the welding/cutting outfit. The pulley in
the socket in the bed rear could be positioned in a variety of ways. (U.S. Army photo)

STANDARD C. LOG OF U.S. MILITARY VEHICLE

10-TON TRUCKS

wreckers, with an order for 300 more right behind it.

The final batch of Series 2 wreckers were built in
1942 under two contracts — one for 150 trucks, and
another for 51. Many of these trucks had the unusual
chisel-shaped bumper.

Ward La France Model 1000 Series 3

These trucks lacked the front and rear trailer
connections found on the earlier models, and the entire
run of 365 was supplied to the British as Lend-Lease
items.

Ward La France Model 1000 Series 4

The fourth series of the heavy wrecker is readily
identifiable by the curved boom of the Gar Wood US5G
crane mounted in place of the US5 straight-boomed
crane used previously. Although still manually operated,
the cranes had a dual-ratio swinger gear for the boom,
with the operating wheel moved between shafts on the
driver's side of the crane “A” frame to select speed. Inside
the cab, the obvious change was the introduction of
individual military instruments in place of the civilian
type used previously. Four hundred of these vehicles
were built. These trucks, built in 1943, also had the

The Series 2 wreckers incorpora'

—

photo)

218 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ted a much-needed drag winch on the rear of the truck, as
the rear of the chassis to stabilize the truck, these wreckers had boom jacks to support the

enlarged fuel filler to accommodate field refueling with
jerry cans. The front bumper had a chisel-shape design.

Ward La France Model 1000 Series 5

The final Ward La France series was designated
Heavy Wrecking Truck M1A1, and delivery began in May
1943. These trucks had a soft-top cab, and the fenders
had a flat design. At last the crane, a Gar Wood US6A,
was fully power-operated, with the three control levers
located beside the “A” frame just behind the driver's
door. The crane boom on these trucks reverted to a
straight design.

Production began
throughout the war.

Kenworth Model 570

These vehicles were the Kenworth equivalent to the
Ward La France Series 2, with the contract awarded in
1941. The Kenworth design used levers, rods, and bell
cranks to actuate the PTO, transfer case, and other
components. Ward La France had used cable linkages for
these functions. An initial order for 300 units was
augmented with an additional 30 purchased under
contract W-883-ORD-2582. Early military manuals call

in 1943, and continued

a ae é ns
this April 1942 photo shows. In addition to the outriggers on
outer end of the boom during heavy lifting operations (NARA

10-TON TRUCKS

these trucks “Heavy Wrecking Truck, Ml, Series 2, and oil filter changes. These 1942-43 production trucks

Kenworth.” were built under contract W-883-ORD-27 16.
Kenworth Model 571 Kenworth Model 572
These 100 Model 571 trucks are practically This truck retained the closed cab of the 570 and

indistinguishable from the model 570. The differences 571, but included the Gar Wood US6A full-power crane.
are primarily beneath the hood, in the form of air, fuel, This combination of closed cab and power crane is not

: See ato ;
4 erly a oak bs * m @ Ma i C
With the second series wreckers, the spare tires were relocated, with one behind the cab and the second on the crane tower. Ward LaFrance would
retain this placement for the tires until the introduction of the fifth series wreckers. The long passenger’s-side toolbox can also be seen in this February
1942 view. (NARA photo)

eae

kee ey ke ae So.

The Series 5 Ward LaFrance (and the Model 573 enor) were M1A1 heavy wreckers. In this photo we can see many of the improvements. Most
obvious is the military-style open cab. Also visible just behind the cab are the three levers that control the now power-operated crane, and just to the
rear of them can be seen the stabilizer legs added to each side and the different tool box and bed arrangement. (U.S. Army photo)

919

STANDARD CATALOG OF U.S. MILITARY

10-TON TRUCKS

found on any other M1 or MIAI, making these 100 wn peiuld total
trucks, from the collector/operators standpoint, the Rance 250 Ee 250 mi
most desirable of the entire family of vehicles. ELECTRICAL 12 volt 12 volt

The crane controls were three levers beside the crane TRANSMISSION Bain Seik
A-frame, just behind the driver's door. These were the TRANSFER c :
first Kenworth wreckers with the distinctive chisel- SPEEDS. 2 2

ili F TURNI

shaped front bumper and the military-style instruments. — ganiys Fr, 44 35

Overall dimensions listed in inches.

Kenworth Model 573

These vehicles were the Kenworth equivalent to the

Ward La France Series 5, with the open military cab and
flat fenders. The whiffletree and toolboxes are slightly

ENGINE DATA

ENGINE MAKE/MODEL

Continental 22R

different on these trucks, as well. Production began in NUMBER OF CYLINDERS 6

i CUBIC INCH DISPLACEMENT 501
1943, but was stopped due to labor shortages in the HORSEPOWER 145 @ 2400 rpm
Pacific Northwest after only 1,323 trucks were produced. TORQUE 372 Ibs.-ft. @ 1200 rpm

GOVERNED SPEED (rpm) 2409

VALUES

6 5 4 3 2

The remaining components were shipped to Ward La
France, which may account for the Kenworth-style
toolboxes found on some Ward La France wreckers.

1
18,000

GENERAL DATA All models 2,500 3,500 6,500 11,000 14,500
MODEL M1 M1A1

WEIGHT NET 27,330 Ibs. 30,000 Ibs.

LENGTH 276 348

WIDTH* 99 1/2 99 1/2

HEIGHT 122 117

TRACK INSIDE 50 50

TRACK OUTSIDE 99 1/2 99 1/2

TIRE SIZES 11.00-20 11.00-20

The Series 5 trucks had a very business-like front end. A whiffletree is affixed to the chisel-
set, are visible through the windshield. This truck is equipped with a ring mount and
Army photo)

shaped front bumper, and the two Spares, as well as the torch
-50-caliber machine gun, but this was not always the case. (US.

22() STANDARD CATALOG OF U.S. MILITARY VEHICLES

10-TON TRUCKS

This June 1942 Aberdeen Proving Ground photo shows the first Kenworth-produced M1 wrecker. Known by Kenworth as the model 570, it was almost
identical to the Ward LaFrance Series 2 trucks, although there were some differences in control linkages. (NARA photo)

This is the Kenworth version of the M1A1. It is almost indistinguishable from a Ward LaFrance M1A1. The whiffletree was slightly different (notice the
KW whiffletree lacks the flange across the back present on the Ward LaFrance). The tool lockers varied with manufacturer as well, although a few Ward
LaFrances were built with the Kenworth tool lockers to use up excess inventory after Kenworth stopped building the trucks. (U.S. Army photo)

TANDARD CATALOG OF U

MILITARY VEHIC

10-TON TRUCKS

ee not powered, and the truck did not have a winch. The
e 42 White rKeley 4 cab was the same as that used on the company’s model
g 666 6-ton 6x6. Even though it was capable of hauling a

. 10-ton load, its top speed was only 35 mph.
The White 1064 was a 10-ton truck built for on- Originally developed for use by the British in the
highway use between 1942 and 1945. The front axle was persian Gulf region, the truck was powered by a

EPEPECEPITT be:

Taal
Peer |
1) eeercterceeein ee

eaeteeeeeeed
ee ote
ees

Unlike many of its contemporaries, the White 1064 had only single rear wheels. A large truck by the standards of the day, it was intended for on-road
use only. A luggage rack was built on the cab roof. Like most vehicles supplied to Britain early in the foreign aid program, this vehicle was painted
Coronado tan. (White Motor Company photo)

The wooden construction of the 1064 be: apparent in this photograph. Steel was deemed a critical material for the war effort, and much effort went
into getting the most out of available supplies. (White Motor Company photo)

DARD CATALOG OF U.S. MILITARY VEHICLES

Cummins HB600 diesel engine. The U.S. Army was
supplied some of these vehicles for use on the Alaska
Highway. The U.S. vehicles were converted to 12-volt
electrical systems.

G-792 10-Ton

When the planners laid out the proposed post-WWII
tactical vehicle families, the largest vehicles were the 10-
ton vehicles of the G-792 series. Although several types

courtesy

This huge M125 was
powerful winch is visil

ind the front bumper. (Photo courtesy of the

raphed leaving Mack's Allentown factory via rail. The

10-TON TRUCKS

were planned, only the tractor, and to a much lesser
extent, the prime mover, entered series production

Designed and originally produced by Mack, these
trucks used many of the chassis components of the
WWIll-era NO series 7 1/2-ton prime movers. Both the
tractor and the cargo truck were initially powered by the
massive Le Roi TH-844 V-8 gasoline engine. The vehicles
used a non-synchronized combination transmission and
transfer case, which, along with the axles, were of Mack
design and manufacture.

The M125 was in production for one year on
beginning in 1957 and 1958. It was intended to tow

jioneer rack was mounted on the side of the cargo bed, and the
Mack Trucks Historical Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 223

TON TRUCKS

i B: 5 ia —— aw Sl
This XM125 was photographed in February 1955 at Fort Churchill, Manitoba. The truck has been fitted with an insulated cargo cover, and an insulating
blanket on the hood, which are typical components of arctic winterization kits. (National Archives and Records Administration photo)

2 : ee =
The M123 had dual rear winches. The two winches were operated in tandem, with their ropes crossed, to guide disabled tanks onto the trailer towed by

the tractor. The rear winches were equipped with level-wind devices and cable tensioners. The siren on the left front fender was a popular non-standard
item. (Photo courtesy of the Patton Museum, Fort Knox, Kentucky)

224 STANDARD C

TALOG OF U.S. MILITARY VEHICLES

10-TON TRUCKS

sxx : * ;
4 Sf.) ea! ph ae hatha? chda oe
This M123 was coupled to a M162 60-ton lowboy for an October 1961 photo. ‘It has had a ‘siren added to it. The relocation of the towing shackles on the

front bumper may have been an effort to resolve compatibility issues with the military standard 5-ton wreckers. Ultimately, towing these trucks with the
standard wreckers was prohibited. The front wheels on this truck are non-standard. (U.S. Army photo)

This soldier is dwarfed by the M123C being tested at Aberdeen Proving Ground. Later models added a hinged step in the center of the front bumper to
provide access to the engine. The M123C had only a single rear winch. (U.S. Army photo)

STANDARD C€.

TALOG OF U.S. MILITARY VEHICLES 225

wad

10-TON TRUCKS

vat Sent

abe i ei araie Tata as t ‘ : Re 2
The dual winch-equipped M123E2 was powered by the V8-300 Cummins diesel engine. In addition to the clearance lamp mounted above the front tire,
the M123E2 also had rearward-ffacing turn signal lamps mounted on the rear slope of the front fenders. Finally, the M123E2 was the first vehicle in this
series to come equipped with a warning beacon. This amber beacon was mounted on the winch. (U.S. Army p! oto)

This tractor has a single rear winch and the high-mounted fifth wheel. The trailer these tractors were originally intended to pull, the M15A2, was designed
for use with the WWII-era M26 Pacific, which used the same 14-24-in. tires as the M123. While the top frame rails of the M123 are approximately level with
the tops of the tires, on the Pacific the frame is taller than the tires. Thus, the M123s fifth wheel was raised to provide a level ride attitude of the trailer.
Later M123 models were used with different trailers and the raised fifth wheel was no longer needed. (U.S. Army photo)

ims

22G STANDARD CATALOG OF U.S. MILITARY VEHICLES

10-TON TRUCKS

A quick distinguishing feature of the diesel-powered trucks is the intake air elbow on the passenger-side engine side panel. Notice the access step
folded up neatly in the center of the bumper. (Photo courtesy of the Mack Trucks Historical Museum)

pasty yee

rere diay

So ey es

The M123A1C was factory built as a diesel-powered truck. Some diesels, like this vehicle photographed at Aberdeen Proving Ground, had dual horizontal
exhausts, as did the gasoline-powered trucks. Others had a single vertical exhaust stack. (U.S. Army photo)

STANDARD C€. OG OF U.S. MILI

RY VEHIC

VS
WS
~t

This M123A1C has the vertical exhaust stack, characteristic of a late production vehicle. The slogan on
reputation for handling loads well in excess of the designers’ intentions.

== SS he edie a :
The spare tire and wheel assembly weighs more than 500 Ibs. The davit visible just over the top of the Spare on this M123A1C was provided to handle
the spare. (U.S. Army photo)

228 STANDARD CATALOG OF U.S. MILITARY VEHICLES

10-TON TRUCKS
155mm guns and 8-inch howitzers, however it was soon GENERAL DATA

supplanted in that role by high-speed track-laying MODEL M125 M123 M123A1C
tractors and self-propelled weapons. Production ceased — WEIGHT NET 31,600 Ibs. 32,250 Ibs. 29,100 Ibs.
after only 552 units were built. All the M125s had a huge LENGTH" 331.5 280 280
f : ; WIDTH 114 114 114

PTO-driven, front-mounted, 45,000 Ib.-capacity winch. HEIGHT" 111 113 108

Production of the M123 10-ton tractor had begun TREAD 79 79 79
earlier, in 1955. All the trucks in this series have fifth /R" SIZES. “aOR ieouee | Jecoes
wheels made to accept 3.5-in. kingpins, and thus will not — FUEL CaPY 166 gal 166 al 166 Hist
couple to conventional semi-trailers. The tractors had RANGE 300 mi = 300 mi 350 mi
either single or dual rear 45,000-Ib.-capacity winches, Sa eer eaneg: < 2809)», « 24'neg
rather than the front-mounted winch of the prime mover. SPEEDS 5F1R SIR 5F1R

The basic M123 had dual rear winches and a normally URANSEET 5 : c
mounted fifth wheel. The M123C had a single winch and (gare alien Sioisittenestn eke
a low-mounted fifth wheel, and the M123D had the low- °°" DSU NS ene.

mounted fifth wheel and dual winches. Of all gas- ENGINE DATA
powered variations, Mack built a total of 392 trucks

: : ENGINE MAKE/MODEL Le Roi T-H844 —- Cummins V9-300
when production stopped in 1957. NUMBER OF CYLINDERS 8 8
In June 1965, Consolidated Diesel Electric Company TORS NEE pe aiscon hs i660
F . rpm rpm
of Old Greenwich, Connecticut, was awarded a contract TORQUE 725 @ 1700 rpm 580 @ 2100 rpm
to produce 1,848 diesel-powered versions of this truck, GOVERNED SPEED (rpm) 2600 2600

known as the M123A1C. The same Mack axles and
cape es VALUES
combination transmission and transfer case were used, F : ‘ 4 ; 4

and the engine was the V8-300 Cummins. CONDEC fractor models 2500 6200 9000 22000-31500 40000
received a contract for a 1,340 more of these vehicles in cargo models 2800 8500 11000 25000 34500 45000
June 1967. In June of 1968 Mack re-entered the picture,
receiving a contract to build 420 M123A1C trucks. At the
same time Mack was also awarded a contract to produce Tractor 3
210 M123E2 vehicles. These were the re-manufacturing © "9° §
of 210 of the gas-engine driven trucks into diesel-
powered vehicles with dual rear winches. These
conversions were preformed during 1969.
The Cummins engine had a different speed range
than did the Le Roi, making downshifting difficult. For
this reason, many of these tractors were retrofitted with
Williams Exhaust Brakes to aid driveability.
Initially the 10-ton tractors pulled the M15A2 50-ton
trailer. Later these trucks also pulled the M172A2,
M162, M793, and M747 semi-trailers.
The tractors were phased out of service during the
1990s.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 229

12-TON TRUCKS

2-TON TRUCKS

Diamond T'980 & 981

Production of the Diamond T M20 12-ton 6 x 4 began
in 1940. These trucks were originally developed to meet
British requirements for a tank transporter. The massive
truck was a conventional design, with its Hercules diesel
engine housed beneath a hood almost 6 ft. long.

Just to the rear of the cab was a Gar Wood 5M723B
40,000-lb. pull winch. A ballast box was mounted to the
rear of the winch and above the tandem axles. Weight
was added to this box to increase traction to allow the
truck to pull heavy loads.

The earlier Model 980 trucks had 300 ft. of wire rope
for the winch, which could be played to the rear to pull
disabled tanks onto the trailer. The later Model 981
trucks had 500 ft. of wire rope, and a pulley and fair lead
arrangement that allowed the rope to be fed through the
front bumper and used for self-recovery.

The powerful diesel engine drove the rear axles
through a four-speed Fuller transmission and a three-
speed Fuller auxiliary gearbox, which combined to give
the truck the ability to tow loads well in excess of its
115,000-lb. rated towing capacity, but its top speed was
limited to 23 mph. Air brakes stopped the vehicle.

When combined with the M9 trailer that was
designed for it, the vehicle was known as the M19.
Although widely used by the British, as well as the
Soviets, French and other countries, the vehicle was
never classified as Standard by the U.S. military. It was
alternately Substitute Standard or Limited Standard,
probably because of its non-powered front axle and
diesel engine.

This brand-new closed-cab Diamond T 981 was photographed at the Studebaker Proving Ground in 1944,
to the front pintle hook. The winch is visible just behind the cab above the fuel tank. (U.S. Army Photo)

230 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Diamond T records indicate 6,554 of these trucks
were built. Despite a few reports to the contrary, no
records exist that indicate that any engine other than the
Hercules diesel was installed in these trucks as part of
factory mass production.

GENERAL DATA

MODEL 980/981
NET WEIGHT 26,950 Ibs.
GROSS WEIGHT 45,000 Ibs.
MAX TOWED LOAD 115,000 Ibs.
LENGTH 280

WIDTH 100
HEIGHT 100.5
WIDTH* 48.25/99.75
TRACK 74

TIRE SIZE 12.00-20
MAX SPEED 23 mph
FUEL CAPY 150 gal
RANGE LOADED 300 mi
ELECTRICAL 24 pos
TRANSMISSION

SPEEDS 4

AUX TRANS

SPEEDS 3
TURNING

RADIUS FT. 32.5 R, 36L

Overall dimensions listed in inches.
* Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL

Hercules DXFE
NUMBER OF CYLINDERS’ 6

CUBIC-INCH DISPLACEMENT 895
HORSEPOWER 185 @ 1600 rpm
TORQUE 665 Ibs.-ft. @ 1200 rpm
GOVERNED SPEED (rpm) 1600
VALUES

6 5 4 3 (3 1
All models 1,200 2,500 4,000 8000 12,000 18,000

The wire rope for the winch has been secured

12-TON TRUCKS

aan

This restored 981 has the later-style open cab, and its ballast box has been filled with rock to increase traction.

The model 981, with its front fairlead, could also winch from the forward direction, unlike the earlier model 980. In February 1945 this truck was
photographed doing just that at the Studebaker Proving Ground. (U.S. Army photo.)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 23]

MISCELLANEOUS TRUCKS

'G-160'Pacific

The big M-26 tank retriever tractor, popularly known
as the Pacific, after its chief builder, Pacific Car and
Foundry. However, it was actually developed by the San
Francisco-based Knuckey Truck Company in response
to a military requirement for a tank recovery vehicle
capable of operating in desert. Knuckey was a small firm,
whose primary business was building heavy off-road
trucks. The 12-ton 6x6 was powered by a huge 1,090-cid
displacement Hall-Scott Model 440 engine. This six-
cylinder engine’s origins go back to a marine engine Hall-
Scott had developed in the 1930s.

The Knuckey design was well received by the Army,
but in the Army’s view, Knuckey lacked the production

capacity to fulfill the military's requirements. Pacific Car
and Foundry of Renton, Washington, was contracted to
refine the design and mass produce it. Pacific assigned
the M-26 their model number TR-1. Production lines
were set up in Renton plant as Pacific’s Sherman tank
contract was winding down. This was _ short-lived,
however, as the military decreed that the Renton-Seattle
area was a critical labor area due to the shipyards and
aircraft industries, and ordered the retriever production
moved inland. A location was secured at the Midland
Empire Fairgrounds in Billings, Montana, and
production of the retrievers was transferred there.

The retriever was originally an armored vehicle
intended to operate in combat areas. Later production,
designated M26A1, was soft-skinned. After WWII, several
vehicles were rebuilt to M26A2 standards, which
included a 24-volt electrical system.

This front view is of the prototype M26 built by the Knuckey Truck Company. While the basic desi

before the vehicles were mass produced. (U.S. Army photo)

232 STANDARD CATALOG OF U.S. MILITARY VEHICL

fo.
4€981

FILE
— PLANNING & CONTREL
ign had been worker

d out, there was some refinement

GENERAL DATA

MODEL M26

NET WEIGHT 48,895 Ibs.
MAX TRAIN WEIGHT 108,895 Ibs.
LENGTH 306
WIDTH 130.5
HEIGHT 123
TRACK 98

TIRE SIZE 14.00 x 24
MAX SPEED 28 mph
FUEL CAPY 120 gal
RANGE LOADED 120 mi
ELECTRICAL 12 neg
TRANSMISSION

SPEEDS 4F1R
AUX TRANS SPEEDS 3
TURNING

RADIUS FT 40

Overall dimensions listed in inches.

M26A1
27,600 Ibs.

108,895 Ibs.

306

130.5

123

14.00 x 24
28 mph
120 gal
120 mi

12 neg

4F1R
3

M26A2
27,600 Ibs.

108,895 Ibs.

306

130.5

123

14.00 x 24
28 mph
120 gal
120 mi

24 neg

4F,1R
3

MISCELLANEOUS TRUCKS

ENGINE MAKE/MODEL Hall-Scott 440
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 1,090
HORSEPOWER 240 @ 2000 rpm
TORQUE 810 Ibs.-ft. @ 1200 rpm
VALUES

6 5 4 3 2 1
All models 2,200 4,000 7,000 15,000 19,000 25,000
SCARCITY
Scarcity 4

This is another view of the prototype vehicle. Just visible between the tandems are the chain oilers which lubricated the rear axle drive chains. The

vertical exhaust pipe exited just behind the spare tire. (U.S. Army photo)

This view of a Knuckey prototype illustrates just how large the vehicle’s cab was. The dual rear retrieval winches behind the cab were used in tandem
to pull disabled tanks onto the trailer. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 233

MISCELLANEOUS TRUCKS

The soft-skinned M26A1 was introduced later for non-combat use. The
M26A1 had glass windshields that folded outward and down, and a canvas
cab cover was provided. (Photo courtesy of the Patton Museum)

vate — Se: = sores . net
A look from behind the prototype M-26 shows the robust construction of ti

234 STANDARD CATALOG OF U.S. MILITARY VEHICLES

he truck. (U.S. Army p

This September 1944 photo shows a production model M26 vehicle built
by Pacific Car and Foundry. Changes from the prototype included: the
stowage of the large tow bar on the front, the addition of a large siren and
a brush guard, and the addition of a pioneer tool rack on the right front
corner. (U.S. Army photo)

hoto)

MISCELLANEOUS TRUCKS

Oxygen and acetylene bottles were stowed near the rear of the cab on M26 trucks, with the addition of a large vise near the driver's side step and another
plonest tool rack. Guards have been added to protect the winch controls and around the exhaust stack, which has been slightly relocated. (U.S. Army
photo)

|
7”
4
g
|
i
ql

3 fo as . :
ape aeellie BI gS ee EET

The M26 was provided with a large davit and chain hoist for use in repair operations and to handle the heavy spare tire. The A-frame at the rear of the
truck could be set up in five different positions for different recovery operations. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 235

MISCELLANEOUS TRUCKS

>
<——_ ik reste Rastee SS ee F *
The pintle hook was relocated on the production vehicle, and was a more substantial design. The ring m -50- sie
visible on the roof of the truck. (U.S. Army photo) 9 ig mount for the .50-caliber machine gun is just

rT ~

Two large spotlights were mounted on the rear of the cab, and the standard milita ae
Army phot) J ry flexible spotlight was mounted above the co-driver’s position. (US.

236 STANDARD CATALOG OF U.S. MILITARY VEHICLES

MISCELLANEOUS TRUCKS

hee ie oe

The shiny M26 shown in this 1949 photograph has had its outer dual wheels removed. Barely visible behind the front bumper is the drum for the 35,000-
Ib.-capacity front winch. (U.S. Army photo)

The rear forward winch had a shaft extension with a windlass gypsy drum on it. Beside the ring mount was stowed a tripod to allow for ground firing of
the .50-caliber machine gun. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 237

MISCELLA

VEOUS TRUCKS

Ody SUE ; ea ys "a Sua eR,

The M26 was well outfitted for handling tanks and other large items. Two large sledgehammers were attached on the driver's side of the cab. The armored
hatches could be closed, protecting the cab occupants from splinters and small arms fire. (U.S. Army photo)

a) Fig

Without the cab roof to support it, the front spotlight of the M26A1 was relocated to th
Dructure for the’ machine gun ring and Cainme: US. ‘Army photo) '¢ center of the windshield. There was an elaborate supporting

238 STANDARD CATALOG OF U.S. MILITARY VEHICLES

MISCELLANEOUS TRUCKS

The stowage layout of the M26A1 differed from that of its armored sibling. Gone are the sledgehammers and vise. Barely visible on the back wall of the
cab is the folding seat for the machine gun operator. (U.S. Army photo)

The M26A1 was 10 ft., 10 1/2 in. wide. The large roller chains that drove the rear wheels are just inboard of the rear tires. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 239

MISCELLANEOUS TRUCKS

| —

ee ee

wan a a mis
] ——_————== Sf}
a ee I a * 7

og ei C , " a

in re a . — a 7 ES at: i ac
In November 1944, this soft-skinned M26A1 was photographed at the Engineering Standards Research Laboratory. Being some 10 tons lighter
than its predecessor, the M26A1 had considerably better off-road performance and increased load-carrying capacity. (U.S. Army photo)

5 i ae tic ae eee =. .
Without the cab roof to support it, the front spotlight of the M26A1 was relocated to the i i 7
the machine gun ring and ‘canvas is also clearly shown here. (U.S. Army photo) center of the windshield. The elaborate supporting structure for

240 STANDARD CATALOG OF U.S. MILITARY VEHICLES

G-268 M249,M250

These trucks were developed specifically to transport the
M65 280mm cannon, popularly known as the “Atomic
Cannon.” Produced during 1952-1953, the first Atomic
Cannon went into service in 1952. The last was retired in
1963.

Kenworth Motor Truck Corporation manufactured
the T-10 transporter units at its Seattle, Washington
plant.

For each M65 carriage there are two T-10 4x4
transporters required. One of these had the cab forward
as in normal trucks, and was the lead vehicle, known as
the M249. A second truck, with the cab at the rear,
supported the rear of the M65. This trailing truck was
designated the M250.

Prior to firing, specially engineered hydraulic
hoisting equipment on each truck lowered the carriage
and mount assembly to the ground. The trucks were
then removed. After firing, the same equipment would lift
and re-couple to gun carriage to the trucks. The two
trucks could transport the weapon at speeds up to 35
mph. The unit as a whole can move forward, backward
or sideways since either tractor unit can pull while the
other pushes, or they can turn at right angles to the
center section and proceed parallel to one another.

The T-10 transporter had a gross vehicle weight
rating of was more than 85 tons. Length is 84 ft., 2 in.

SA COM675O
US. ARMY

_——

The standard military tail lights and liquid container mounted on the rear
of the trailing M250 provide another frame of reference to the size of these
vehicles. (National Archives and Records Administration photo)

. pee ae
The M65 280mm Atomic Cannon, with its M249 and M250 transporter, was
an imposing sight. (National Archives and Records Administration photo)

MISCELLANEOUS TRUCKS

Oe ns r
Not only were the M249 and M250 trucks broad and tall, but when coupled
to the M65 mount, yielded a vehicle 84 ft. long. Off-road mobility was
limited by not only weight and length, but also the very limited angle of
departure. (National Archives and Records Administration photo)

Sa e faa oe De ee =
When emplacing the gun, both the tractors were disconnected. Seen here
is the leading M249 being re-coupled to the field piece at the conclusion
of training exercise. (National Archives and Records Administration
photo)

Each tractor unit was powered by an Ordnance-
Continental AO-895-4 air-cooled gasoline engine, which
developed 375 gross hp.

A forward-facing driver steered each truck, but the
front driver controlled the throttle and the brakes of the
entire truck-carriage-truck combination.

GENERAL DATA

MODEL M249 M250
NET WEIGHT 37,293 Ibs. 35,341 Ibs.
LENGTH 372.5 373.5
WIDTH 123.5 124
HEIGHT 116 103.75
TRACK 85.5 85.5
TIRE SIZE 16.00-25 16.00-25
MAX SPEED 30 mph 30 mph
FUEL CAPY 140 gal 140 gal
RANGE LOADED 150 mi 150 mi
ELECTRICAL 24 neg 24 neg
TRANSMISSION

SPEEDS 3 3

AUX TRANS SPEEDS 3 3
TURNING

RADIUS FT 40 40

*Overall dimensions listed in inches.

GENERAL DATA

ENGINE MAKE/MODEL

STANDARD C

NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

VALUES

Continental AO-895-4
6

895
375 @ 2800 rpm
775 lIbs.-ft. @ 2100 rpm

VALUE: Not enough sales data to report accurate pricing.

SCARCITY

Scarcity 5

TALOG OF U.S. MILITARY VEHICLES

241

MISCELLANEOUS TRUCKS

The trailing M250, in the foreground of this photo, was even more bizarre-
looking when disconnected than when in train. The forward-facing cab sat
at the rear of the vehicle, above the dual rear wheels, while the coupling
device was located at the front, over the steering axle. Driving the M250
has been likened to being the tillerman on a big ladder truck. (National
Archives and Records Administration photo)

G-861°GOER

During the 1950s, the U.S. Army needed a vehicle
that combined increased off-road capability and a high
load-carrying capacity. In 1956, the United States Army
Armor Board began evaluating large, wheeled, earth
moving equipment for potential tactical application. The
board felt that these vehicles could be used as a basis for
a new series of tactical vehicles.

In 1957, testing began on a number of commercial
vehicles, all equipped with articulated steering. As a
result of these tests, development contracts were
awarded to Clark Equipment Le Tourneau-Westinghouse
and Caterpillar for 4x4 all-terrain vehicles of various
weight classes.

Clark supplied a prototype in the 5-ton weight class.
Le Tourneau-Westinghouse three variants, cargo
(XM437), tanker (XM438) and wrecker (XM554). All were
in the 15-ton class, but none were placed in series
production.

Caterpillar was the winner in this program, and in
1960 was awarded a $5 million contract to design,
develop and build eight 8-ton cargo trucks. These were
delivered during 1961 and 1962 for testing. In June
1962 two 10-ton wreckers and two 2,500-gallon tankers
were added to the contract as well.

In May 1963, another contract was awarded to
Caterpillar. The 13 cargo vehicles, eight tankers and two
wreckers in this contract were destined to be service test

This M520 has been fitted with the hard cab typically found in the arctic
kit. Its construction equipment lineage is apparent. (Photo courtesy of the
Patton Museum)

242 STANDARD CATALOG OF U.S. MILITARY VEHICLES

vehicles. These vehicles were delivered to units in
Germany for extensive troop trials during 1964. At the
end of the trial period, these were stored until 1966. At
that time they were sent to Pleiku, Vietnam, to support
the 4th Infantry Division.

In Vietnam the GOER was very successful,
establishing a reputation for dependability and operating
where no other vehicle could go. In May 1971, Caterpillar
Tractor Co. was at last awarded a production contract.
This contract was for the purchase 812 M520 cargo
vehicles, 117 M553 wreckers, and 371 M559 tankers.
Production began immediately, with final deliveries made
in June 1976.

Like much of Caterpillar's earthmoving equipment,
the GOER consisted of a front and a rear section. An
articulated joint that permitted lateral oscillation up to
20 degrees and a steering angle up to 60 degrees
connected the units.

The forward section had the cab, with seats for the
driver on the left and the vehicle commander to his right,
and the engine behind the crew area. The Goer had a
moveable windshield and a typical military removable
canvas top with separate side curtains.

The vehicle had a six-speed transmission. A short
propeller shaft connected the driveline to the front
differential and out to the planetary drives in the front
hubs. The rear differential was driven through clutch
and drive shafts and universals from the front
differential. The final drives in the rear wheels are also
planetary. The rear-wheels were automatically driven in
first and second gears, but were automatically
disconnected as the transmission shifted from second to
third gear. The operator could manually override this
automatic disengagement of the rear wheels if need be.
The cargo bed of corrugated construction made up the
bulk of the rear section of the cargo GOER. The bed had
side and rear doors to allow rapid discharge of cargo.
These doors had watertight seals to preserve the GOER’s
swimming ability. The large cargo area could transport
six standard military pallets simultaneously, or one
CONEX container and two pallets or 25 55-gallon drums.
The standard military-type Gar Wood 10,000-lb.-
capacity winch was recessed into the front panel of the
cab. Some of the cargo trucks were fitted with a crane for
loading and unloading, and were designated M877.

Amazingly, these vehicles were fully amphibious.

Shown here is the srotot of
operator's station ae prac s at be

very variant, the XM553. The crane
courtesy of the Pate, Musser) just behind the driver's station. (Photo

Water propulsion was via their wheels. Like most U.S.
wheeled vehicles, the GOER had special kits to
customize it, including: an arctic kit, infra-red driving
light kit, wheel chain kit, machine gun kit, and a trailer
brake kit.

M553. Wrecker

The general arrangement of the M553 was very
similar to that of the M520. However, rather than a cargo
box as the second section, the M553 carried a variety of
recovery equipment.

Among the recovery gear was a_ hydraulically
operated crane with a maximum lifting capacity of
10,000 to 20,000 lIbs., depending on the operating
radius. The boom was 6 ft. long, and extendable to 16 ft.
A hydraulic pump driven by the engine crankshaft
operated the hydraulics. Manually operated outriggers
were used to stabilize the truck during recovery
operations.

Like the cargo trucks, the M553 also had the
standard 10,000-lb. Front-mounted self-recovery winch.

M559 2,500-Gallon Fuel Tanker

The M559 was the tanker variant of the GOER
family. It featured a 2,500-gallon stainless-steel tank,
pump, military aircraft fuel filler, four pressure discharge
outlets, three discharge houses and a large bulk outlet.
It can discharge all three hoses simultaneously. The
tanker also has a gravity discharge outlet for handling
bulk fuel at storage sites.

GENERAL DATA

MODEL M520 M553 M559

NET WEIGHT 25,430 Ibs. 37,870 Ibs. 28,100 Ibs.
GROSS WEIGHT 41,400 Ibs. 45,780 Ibs. 46,550 Ibs.
MAX TOWED LOAD 20,000 Ibs. 20,000 Ibs. 20,000 Ibs.
LENGTH 380 401.75 375.75
WIDTH 108 108 108
HEIGHT 133.5 139.5 133.5
TRACK 86.5 86.5 86.5

TIRE SIZE 18.00 x 33 18.00 x 33 18.00 x 33
MAX SPEED LAND 30 30 30

MAX SPEED WATER) 2.8 2.6 2.6

FUEL CAPY 106 106 106
RANGE 300 300 300
ELECTRICAL 24 neg 24 neg 24 neg
TRANSMISSION

SPEEDS 6 6 6
TURNING

RADIUS FT 52.7 52.7 52.7

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Caterpillar D33T

NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 638
HORSEPOWER 213 @ 2200 rpm

TORQUE

VALUES

VALUES: Too few of these vehicles have appeared on the market to
establish accurate pricing.

SCARCITY

Scarcity 4

578 Ibs.-ft. @ 1550 rpm

STANDARD CATALOG OF U.S. MILITARY VEHICLES

MISCELLANEOUS TRUCKS

M746:'Transp

The M746 Heavy Equipment Transporter was a very
large 22 1/2 ton 8x8 vehicle that was, along with its

M747 trailer, intended to transport heavy tanks.
Chrysler did the prototype work for this vehicle, but
Ward LaFrance built the production units. Depending
upon the source, somewhere between 125 and 200 of
these trucks were built between 1973 and 1977. The
tandem front axles steer, and are mounted on tapered
leaf springs via walking beam bogies, as are the rear
axles. High-flotation tires were used all around. The cab
top could be removed and the windshield was hinged to
fold down to lower shipping height for these vehicles.

This vehicle was replaced in the U.S. military
inventory by the M911 C-HET after a relatively brief
service life.

GENERAL DATA

MODEL M746

NET WEIGHT 45,740 Ibs.

MAX TRAIN WEIGHT 182,400 Ibs.
LENGTH 332

WIDTH 165 reducible to 120
HEIGHT 128 reducible to 120
TRACK 101.625

TIRE SIZE 18 x 22.5, 22 ply
MAX SPEED 38.5 mph

FUEL CAPY 140 gal

RANGE LOADED 320 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 5F

TURNING

RADIUS FT 45

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Detroit Deisel 12V71T

NUMBER OF CYLINDERS 12
CUBIC-INCH DISPLACEMENT 852
HORSEPOWER 600 @ 2500 rpm

TORQUE

VALUES

The M746 is a scarce vehicle that is expensive to operate. Insufficient
sales data is available to establish collector's values.

1,470 Ibs.-ft. @ 1600 rpm

The rounded trailing edge of the XM746 rear fenders was replaced with
angular rear fenders on production models. A davit was provided to
handle the spare tire. (Photo courtesy of the Patton Museum)

243

ae he a =

This is a pilot model of the XM746 shown doing what these trucks were — The M746 was equipped with dual hydraulic winches that could be use
intended to do — transport medium tanks over all types of terrain. (Photo _ia pull disabled tanks onto the deck of the trailer. This M746 is preserved
courtesy of the Patton Museum) at the Fourth Infantry Division Museum, Fort Hood, Texas.

eae
Ral ae

oes

This overhead view is also of the XM746, but the layout of the equipment remained essentially the same i
view mirror on the passenger's side surely made reversing the behemoth challenging. (Photo courtesy of the Patton usenet Tne sheence:ot tee

ES anaae
634005668

XM7 46

. a le
le is the ——
courtesy of the Patton Museum) amber hazard beacon and the various work floodlights. (Photo

This XM746 is fitted with a soft top over the crew compartment. Also visibi rs

244 STANDARD CATALOG OF U.S. MILITARY VEHICLES

M911 Heavy: Transporter

The M911 Commercial Heavy Equipment
Transporter (C-HET) was developed in the mid-1970s as
a replacement for the M746 and M1238 series vehicles.
The military wanted a new truck based on an existing
commercial truck. The Oshkosh response was the
XM911, which was based on its F2365. In September
1976, a contract for 747 vehicles was awarded to
Oshkosh.

The M911 is a very large 8x6 vehicle with an air-

MISCELLANEOUS TRUCKS

suspended helper axle. This axle could be lowered for
better weight distribution when the truck was heavily
loaded. The trucks were powered by a V8 Detroit Diesel
engine with the power being transferred to the axles via
a five-speed Allison automatic transmission through a
two-speed transfer case.

Behind the two-man steel cab there are two 45,000-
Ib.-capacity hydraulically driven winches for use when
retrieving disabled tanks. The rope on these winches was
1 in. in diameter. Further back was a Holland four-way
oscillating fifth wheel that accommodated 3.5-in.
kingpins.

The Oshkosh-built M911 provided the Army with what it wanted at the time — a Commercial Heavy Equipment Transporter, C-HET. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 245

‘ 7
MISCELLANEOUS TRUCKS
GENERAL DATA

MODEL M911

NET WEIGHT 39,952

MAX TRAIN WEIGHT 191,952

LENGTH 369

WIDTH 98

HEIGHT 140

TRACK 82

TIRE SIZE 14.00-24

MAX SPEED 43.9

FUEL CAPY 150

RANGE LOADED 280

ELECTRICAL 24 neg

TRANSFER SPEEDS 2
TRANSMISSION

SPEEDS SF
TURNING
RADIUS FT 47.1

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT

HORSEPOWER
TORQUE
VALUES
6 5
All models 3,000 9,000
SCARCITY
Scarcity 3

Detroit Deisel 8V92T
8

736

430 @ 2100 rpm
1,223 @ 1400 rpm

4 3 2 1
18,000 27,000 35,000 65,000

In this view of the XM911, the helper axle has been lowered, as it would be when heavil
on-board davit to lift the spare tire into position. (U.S. Army photo)

The long nose extending beyond the set-back front axle is evident in this overhe i
turning radius was substantially reduced. (Photo courtesy of the Patton Museum)” vere

2A4G STANDARD CATALOG OF U.S. MILITARY VEHICL

ly loaded or in soft soil. The massive tires required the use of an

'y setting back the front axle from the front of the truck, the

MISCELLANEOUS TRUCKS

This XM911 was Prtogapes with its pneumatically controlled helper axle in the raised position, as it would be when unladen or lightly loaded. (Photo

courtesy of the Patton Museum)

The M520 GOER series proved the need for a heavy
tactical transport vehicle, but it was not suitable for on
road use. The HEMTT was developed to provide a vehicle
with the Goer's off-road mobility as well as rapid on road
transit. After trials, in May 1981, the U.S. Army Tank
Automotive Command awarded a $251.13 million five-
year contract to the Oshkosh Truck Corporation for
production of the 10-ton (U.S.) Heavy Expanded Mobility
Tactical Truck (HEMTT). The first prototype was
completed in December 1981, with first production
vehicles delivered in September 1982.

The HEMTT design incorporated many components
of Oshkosh’s commercial truck line. These include the
Oshkosh truck cab, standard eight-cylinder diesel
engine, and a_ standard four-speed automatic
transmission. Some of these components are also found
in the similar Marine Corps Dragon Wagon (8x8)
vehicles.

The chassis is made of heat-treated carbon
manganese steel, which is bolted together with grade
eight bolts to increase serviceability. All variations of the
HEMTT have heavy-duty front bumper and skid plate,
external hydraulic connection, service and emergency air
brake connection, slave start connection and trailer
electrical connector.

The HEMTT used a two-man two-door forward
control cab, giving it an appearance unlike that of most
U.S. military vehicles. The cab is of welded-steel
construction and includes air-suspension seats for the
driver and passenger, seat belts, tinted glass, and a
heater and defroster.

Due to its size and weight, a davit is provided to
lower the spare wheel from its position at the rear of the
cab to the ground. All models of the HEMTT used the
Oshkosh 46K front tandem axles, both of which steer.
These axles include an inter-axle driver controlled
differential, and the driver can disconnect the power to
the front axles. These trucks have power-assisted
steering.

The angular cab-forward design of the Oshkosh M977 HEMTT makes’ it look like one of the airport crash trucks built by the same firm than a military

vehicle. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICL

247

MISCELLANEOUS TRUCKS

The knuckle-boom crane at the rear of the M977 HEMTT, along with its drop-side cargo body, makes the HEMTT a big improvement over previous military
transports. (U.S. Army photo)

The backward rake of the
Army photo)

24 STANDARD CATALOG OF U.S. MILITARY VEHICLES
~

VARIANTS
M977 Cargo Truck

This is the base vehicle of the HEMTT family. These
vehicles include a light-duty hydraulic material handling
crane at the rear of the truck. These vehicles were built
with and without a 20,000-lb.-capacity midships self-
recovery winch that can be used for self-recovery at
either the front or rear of the vehicle. The drop side cargo
bed is 216 in. long.

M978 Tanker

The HEMTT fuel tanker has 2,500-gallon capacity,
and like the cargo version was produced with and
without self-recovery winch. It could be used to transport
diesel and jet fuel.

Best

MISCELLANEOUS TRUCKS

Known as the Light Equipment Transporter, the
HEMTT tractor truck was built either with a self-recovery
winch or a material handling crane just ahead of the fifth
wheel.

M984 Wrecker

The 984 is similar in layout to the rest of the HEMTT
series, but at the rear of the truck is a Grove 14,000-Ib.-
capacity recovery crane with 9-ft. boom. In addition to
the vehicle’s self-recovery winch, the M984 also has a
60,000-lb.-capacity drag winch. A small cargo area is
provided to transport replacement power packs and
other repair supplies.

The M978 tanker has off-road mobility characteristics similar to those of the M977 cargo trucks. (U.S. Army photo)

The M978 tanker truck can transport up to 2,500 gallons of gasoline, diesel, or jet fuel. The truck also has onboard dispensing equipment. (U.S. Army

photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

249

MISCELLANEOUS TRUCKS

GENERAL DATA

MODEL M977 M978 M983 M984
WEIGHT* 38,800 Ibs. 38,200 Ibs. 36,000 Ibs. 50,900 Ibs.
LENGTH 400.5 400.5 350.5 392
WIDTH 96 96 96 96
HEIGHT 112 112 112 112
TRACK 79 79 79 79

CREW 2 2 2 2

TIRE SIZE 16.00x R20 16.00xR20 16.00xR20 16.00 x R20
MAX SPEED. 62 mph 62 mph 62 mph 62 mph
FUEL CAPY 155 gal 155 gal 155 gal 155 gal
RANGE 400 mi 400 mi 400 mi 400 mi
ELECTRICAL 24 neg 24 neg 24 neg 24 neg
TRANSMISSION

SPEEDS 6F, 1R 6F,1R 6F, 1R 6F, 1R
TRANSFER

SPEEDS 2 2 2 2

*Weight unladen
Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
HORSEPOWER

VALUES

Current military issue, not commonly available on the
collector market.

Detroit Diesel 8V92TA
8
445

250 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The LARC was developed to provide a means to get
cargo from supply ships to points inland without benefit
of an improved port. LARC stood for “Lighter Amphibious
Resupply Cargo.” Though many see this as a modern
replacement for the World War II era DUKW, it was much
larger. LARCs were developed in various sizes, but the
LARC-V was the one most commonly seen. Two different
firms, Consolidated Diesel Electric and LeTourneau-
Westinghouse, built slightly different versions of the
LARC-V.

The LARC was powered by a V8-300 Cummins diesel
engine very similar to the engine in the M123A1C tractor.
The engine was located at the rear of the hull and drove
the vehicle through an automatic transmission. The
entire body and hull were made of aluminum and more
resembled a wheeled barge than a floating truck.

On the upper front of the vehicle was a crew cab that
could be enclosed with either a hard or soft top. The
steering controls were centered in the cab. The vehicle
was quite complex and required extensive training to

Here is a LARC-V operating in the water, i
i , again loaded

container. The water is calm, and the side curtaing are icwercel ae Tent

Propeller drove the LARC in the water. (U.S. Army photo) ‘

operate properly. The truck had hydraulic power
steering. The engine was mounted in the rear of the
vehicle, with the bell housing toward the front of the
vehicle. A single-speed transmission was connected to a
two-speed transfer case, which drove the four wheels by
means of right-angle drives and planetary hubs.

The cargo area was the large flat space on the center
deck, and side curtains were installed to protect cargo
from the surf if need be. The load capacity of the LARC-
V was 5 tons.

GENERAL DATA

MODEL LARC-V
NET WEIGHT 19,000 Ibs.
GROSS WEIGHT 30,000 Ibs.
LENGTH 420
WIDTH 120
HEIGHT 122
TREAD 92

TIRE SIZES 18.00 x 25
MAX SPEED

LAND 30 mph
WATER 9.5 mph
FUEL CAPY 144 gal
RANGE 250 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 1
TRANSFER

SPEEDS 2
TURNING

RADIUS FT 41.25

Overall dimensions listed in inches.

entering the water. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

M EOUS TRUCKS

SELL!
ENGINE DATA

ENGINE MAKE/MODEL Cummins V8-300

NUMBER OF CYLINDERS 8
CUBIC-INCH DISPLACEMENT 785
HORSEPOWER 300 @ 3000 rpm

VALUES

Only afew LARCs have appeared on the collector market,
making it impossible to determine values.

- ian

The LARC-V in the foreground is transporting an M38A1 Jeep, while the
one in the background is carrying a Dodge M37. The LARC had no
suspension system beyond its oversized tires. (U.S. Army photo)

This is a LeTourneau-Westinghouse LARC-V. It has been loaded with a CONEX container, and its side curtains have been raised in preparation for

251

WHEELED ARMORED VEHICLES

G-067 M3A1 WHITE SCOUT CAR

The White M3A1 scout car was produced from 1940
until March 1944. Almost 21,000 chassis were built by
the White Motor Company in Cleveland, Ohio, then
driven to the Diebold Safe and Lock Company, also in
Ohio. Diebold fabricated and installed the armor plating,
which was 1/4-in. thick and face-hardened. After the
armor was installed, the cars were driven back to the
White plant for final assembly and inspection. Slightly
more than half of these vehicles were supplied to other
nations as foreign aid.

Armament was a variety of machine guns mounted
by means of trolley and pintle to a skate rail that went
completely around the interior of the fighting

compartment. Since then, this skate rail has often been
removed or the section above the doors cut out. Another
frequent civilian modification is cutting a door in the rear
armor.

This 1939 Aberdeen Proving Grol
vehicles. Also visible are the cro:

252 STANDARD CATALOG OF U.S. MILITARY VEHICLES

und picts of the M3A1 pilot model shows the

swords of the cavalry on plaques mounted to th ,
spotlight. Both the latter details are repeated on the passenger's side of the vehicle. (National Archos.

With the canvas removed, the radios and armaments carried by the scout
car, as well as the arrangement of the crew seats, are all visible. The right
front seat was for the vehicle commander. Although scout cars weren’t
provided with winches, they all came with unditching rollers mounted on
the front bumper. (Photo courtesy of the Patton Museum)

= a AN 2 iuciets Se! :
protruding “greenhouse” windshield used on the earliest production

ust ahead of the door is the chrome-plated
id Records Adminstration photo)

WHEELED ARMORED VEHICLES

During the course of production there were various The M3A1 was a relatively fast vehicle, but it was
detail changes. The right-hand mounted spotlight was lacking in off-road performance when compared to
eliminated in favor of a spare fuel can rack, the armored tracked vehicles, and its open top left its crew
flap over the windshield was modified, and the crossed vulnerable. By 1944, M3A1s were being sold as surplus.
sword emblems removed from the doors.

The M3A1 was provided with a canvas covering, shown in this April 1944 Studebaker Proving Ground photo. Gone are the spotlights, externally stored
collapsible canvas bucket, crossed sabers, and greenhouse-type windshield of the early models. Instead, there are liquid container carriers and
removable windshield glasses. (U.S. Army photo)

rss. Be eee > “a i
White assembled the M3A1 scout car chassis, but the armored body was installed by the Diebold Safe and Lock Co. These chassis, shown at White’s
Cleveland plant, await transport to Diebold’s facility for this work. Notice the large Willard batteries installed, and the unusual tread pattern of the tires.

(Photo courtesy of Diebold, Inc.)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 255¢

WHEELED ARMORED VEHICLES

GENERAL DATA

MODEL M3A1
WEIGHT* 9,100
LENGTH 221.5
WIDTH 80
HEIGHT 78.5
TREAD FRONT/REAR 63.25/65.25
CREW 6TO8
TIRE SIZES 8.25 x 20
MAX SPEED. 50
FUEL CAPY 54
RANGE 250
ELECTRICAL 12 neg
TRANSMISSION
SPEEDS 4F1R
TRANSFER
SPEEDS 2
TURNING
RADIUS FT. 28
ARMAMENT 1x .50MG
1x .30MG

*Weight unladen
Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Hercules JXD
NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 320

HORSEPOWER 86 @ 2800 rpm
TORQUE 200 Ibs.-ft. @ 1150 rpm
GOVERNED SPEED (rpm) 2800

RADIO EQUIPMENT: Communications was important in the
reconnaissance role, and the M3A1 was normally equipped with one of

the following sets of radio equipment: SCR-506 or SCR-508 or SCR-510.

VALUES

5 4 3 2 1

6
All models 2,500 4,000 8,000 16,000 23,000 28,000

vehicle, as evidenced by the mine rack on it side. (U.S. Army photo)

254 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The M8 was armed with a 37mm gun in its turret from the outset, and later m:

G-136_ M8 Greyhound
in June of 1942, design work for a wheeled gun
motor carriage, including a rotating turret with a 37mm
gun, had been completed, and the resulting 6x6 was
designated T22E2. This T22E2 evolved into the M8.

Ford built 8523 the M8 armored cars in St. Paul
from March 1943 until May 1945. It was designed to
provide high-speed reconnaissance with reasonable
protection for the crew. It was later dubbed the
Greyhound by the British as a testament to its speed.

The M8 had self-sealing fuel tanks, which frequently
deteriorated and have resulted in fuel-system problems
for modern-day owners. The Greyhound was armed with
a 37mm M6 anti-tank gun mounted in its open topped
turret. An M1919A4 .30-caliber machine gun was
mounted coaxial with the main gun — a .50-caliber M2
HB machine gun for defense against aircraft or infantry.
Initially, the .50 mounted via a trolley and cradle to a
M49 ring mount attached to the turret. Later models had
a cast-steel socket attached to the rear of the turret,
which accepted a pintle.

The racks holding three land mines on either side of
the first vehicles were eventually replaced with large
enclosed storage boxes. Another change during
production was increasing the number of leaves on the
front springs from 11 to 13.

The driver's controls had a conventional truck
layout. The clutch and accelerator controls were both
hydraulic assisted. Nowadays, this hydraulic system

Later M8 models deleted the mine rack in favor of the stowage bin. The
example on display at the Patton Museum, Fort Knox, Kentucky, has been
restored in the markings of the postwar constabulary, which used these
vehicles for patrol purposes. (Photo by D. Moss)

often leaks and is the source of frequent maintenance
problems for collectors. It is often removed. Those
desiring authenticity need to verify its presence when
contemplating a purchase.

The hull of the M8 was of welded construction, while
the turret was a steel casting.

The crew of four also was armed with 12 hand
grenades, six anti-tank mines, 400 rounds of .30-caliber
M1 carbine ammo, 1,575 rounds of .30-caliber machine
gun ammo, 420 rounds of .50-machine gun ammo, and
50 to 80 rounds (depending upon production date) for
the main gun.

The U.S. military used M8s as late as the Korean
War, while the French used them in Indochina/Vietnam.

WHEELED ARMORED VEHICLES

This M8 has the machine gun mount installed on it. A few vehicles were
fitted with ring mounts, either at depot or field level, but the mount shown
here was designed for this vehicle and was factory installed on much of
the production. (Photo courtesy of the Patton Museum)

GENERAL DATA

MODEL Ms
WEIGHT** 14,500 Ibs.
LENGTH 197
WIDTH 100
HEIGHT 90
TREAD FRONT/REAR* = 67/85
CREW 4
TIRE SIZES 9.00-20
MAX SPEED 56 mph
FUEL CAPY 54 gal
RANGE 250 mi
ELECTRICAL 12 neg
TRANSMISSION
SPEEDS 4F,1R
TRANSFER
SPEEDS 2
TURNING
RADIUS FT. 28
ARMAMENT
MAIN 37mm
SECONDARY 1x .30MG
1x .50MG

**Weight unladen
*Inside/outside width at tires.
Overall dimensions listed in inches.

The turret of the M8 was open topped. The breach has been fitted with a canvas cover in this photo, but the dual hatches for the engine compartment

are visible. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

255

WHEELED ARMORED VEHICLES

AIPAC IEMEE? © CREE, AOERRE>
TERT corre

When they left the factory, both the M8 and M20 were fitted with hinged fenders on all four wheels. However, these were susceptible to damage and often

were removed, either intentionally or accidentally. (U.S. Army photo)

ENGINE DATA

ENGINE MAKE/MODEL Hercules JXD
NUMBER OF CYLINDERS 6

CUBIC INCH DISPLACEMENT 320

HORSEPOWER 86 @ 2800 rpm
TORQUE 200 Ibs.-ft. @ 1,150 rpm

GOVERNED SPEED (rpm) 2800

RADIO EQUIPMENT: Communications were important in the
reconnaissance role, and the M8 was normally equipped with one of the
following sets: (SCR-506 or SCR-193T or AN/GRC-9), (SCR-506 or SCR-
193T or SCR-608B or RC-99), (SCR-506 or SCR-193T or AN/GRC-9 or
SCR-694C and SCR-619 or SCR-610), and (RC-99; or SCR-169 or SCR-
610), and (RC-99).

VALUES

6 5 4 3 2 1

All models 2,500 4,000 8,000 16,000 23,000 28,000

25G STANDARD CATALOG OF U.S. MILITARY VEHICLES

G-176°M20 Armored Utility Car

Like the M8, the M20 was a six-wheeled armored car
built by Ford at its St. Paul plant. The first of the 3,791
of these high-speed personnel carriers was produced in
July 1943.

The M20 was also designed to be used as an armored
transport for field commanders. Unlike its brother the
M8, the M20 had no turret and was an open-topped
vehicle. A .50-caliber M2 HB machine gun was used for
defense against aircraft or infantry. This gun was
mounted via a trolley and cradle to a ring mount
attached to the top of the hull. Units built prior to August
1944 were equipped with the ring mount M49, while
those built after that date had the improved mount M66.
Like the M8, the mine racks of the early M20s were
replaced by large storage lockers before production
ended in June 1945.

The crew of six also was armed with 12 hand

1954 M38Al
(RESTORED BY ERIC TEDESCHI)

1977 DODGE M886
(OWNED BY LARRY HERMAN)

1942 WC58
(RESTORED BY
JOHN BIZAL)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 257

1944 HALFTRACK M3
(RESTORED BY PAUL BENSON)

M996 TWO-LITTER
ARMORED
AMBULANCE

(OWNED BY U.S. ARMY)

1952 M42

(OWNED BY KEVIN
KRONLUND)

258 STANDARD CATALOG OF U.S

XM706 ARMORED CAR
(FORT MCCOY, WISCONSIN)

M923A2 5-TON TRUCK
(OWNED BY U.S. ARMY)

1951 WILLYS M33
(RESTORED BY GARY WIRTH)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 259

1941 WC4
(RESTORED BY JOHN BIZAL)

1945 USG6
6X4-48

(OWNED BY
GUY, CHRIS,
AND LYN
JENSEN)

1973 M35A2C AND
1970 S280 SHELTER
(OWNED BY DAVID BUNDY)

260 STANDARD CATALOG OF U.S. 1

MGOAIL ARMORED
VEHICLE LAUNCHED
BRIDGE (AVLB)

(OWNED BY U.S. ARMY)

M6 HIGH-SPEED TRACTOR
(OWNED BY THE MARSHALL MUSEUM, ZWYNDRECHT, HOLLAND)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 26]

1945 AIR-
PORTABLE CCKW
TARGO DUMP

(OWNED BY
KEVIN KRONLUND)

ms ” x
faa

M5A1 HIGH-SPEED TRACTOR, M19 TRUCK ;
AND M20 DIAMOND T rae
(OWNED BY JOSEPH J GARBARINO)

262 STANDARD CATALOG OF U.S. MUI

1943 GPA

(OWNED BY
AL ALLEN)

b ie RN SON ‘ fig Ore :
1945 USG6 (LEFT) AND 1945 CCKW 352 SWB
(RESTORED BY KEVIN KRONLUND)

STANDARD CATALOG OF U.S. MILITARY VEHI 263

1968 M274

(RESTORED BY
JOHN EMERY)

1962 M37

(RESTORED BY
HAROLD STANNARD)

1953 R2
CRASH TRUCK

(RESTORED BY
MIKE FEATHERS)

264 STANDARD CATALOG OF U.S. MILITARY VEHICLES

WHEELED ARMORED VEHICLES
grenades, three anti-tank mines, 500 rounds of .30- Pea pov DATA

caliber M1 carbine ammo, and 1,050 rounds .50-caliber MODEL M20
machine gun ammo. WEIGHT** 12,250 Ibs.
Communications was important in the LENGTH 197
; WIDTH 100
reconnaissance role, and the M20 was normally yeigHt 01
equipped with one of the following sets: (SCR-506 or TREAD FRONT/REAR’ 67/85
SCR-694C or AN/GRC-9) and (SCR-506 or SCR-608 or CREW |. en
SCR-510 or SCR-619 or SCR-610), or (AN/VRC-3), or MAX SPEED 56 mph
(AN/VRC-3), or (AN/GRC-3,-4,-5,-6,-7, or -8) and (SCR- FUEL CAPY 54 gal
506) RANGE 250 mi
: ELECTRICAL 12 neg
TRANSMISSION
SPEEDS 4F,1R
TRANSFER
SPEEDS 2
TURNING
RADIUS FT. 28
ARMAMENT MAIN
SECONDARY 1x .50MG, 1x .30MG, 1x .50MG

“Weight unladen
*Inside/outside width at tires.
Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Hercules JXD
NUMBER OF CYLINDERS 6

CUBIC INCH DISPLACEMENT 320

HORSEPOWER 86 @ 2800 rpm
TORQUE 200 Ibs.-ft.@ 1150 rpm
GOVERNED SPEED (rpm) 2800

An overhead view shows the interior arrangement of the M20 fighting

compartment, as well as the temporary windshields, complete with VALUES

wipers, which could be used by the driver and his assistant. (U.S. Army
photo) 6 5 4 3 2 1
All models 5,000 15,000 25,000 35,000 45,000 55,000

wero ees = . yas ey

Two-piece hatches were provided for the driver and assistant driver on both the M8 and the
machine gun mounted on a ring mount. (U.S. Army photo)

M20. The tow cable can be seen here. The M20 had its

STANDARD CATALOG OF U.S. MILITARY VEHICLES 265

WHEELED ARMORED VEHICLES

but they were eventually converted over to the stowage bins. (Photo
courtesy of Patton Museum)

G-392 Cadillac Gage Commando

The prototype of the Cadillac Gage V-100 was
first tested in June 1962. This armored 4x4 vehicle was
powered by a Chrysler 361, similar to the engine fitted to
the M113 at that time. The axles are similar to the axles
used on M85 cargo trucks, but they have locking
differentials. The 14.00-20 tires have a special tread with
a run-flat design.

A 10,000-lb.-capacity hydraulically operated winch

The prototypes of the Commando, and the initial pilot models, had wheel
wells cut out in an angular shape as seen here. Later models had rounded
wheel wells. The turret of this XM706 was armed with a .30-caliber and a
.50-caliber machine gun. Notice the flat-type hatches and protruding
periscopes around the hull. (Photo courtesy of the Patton Museum)

was mounted internally at the front of the vehicle. The
fenders on the pilot models were cut out in an angular
manner, while later vehicles had rounded fenders. There
was no provision for deepwater fording because the
vehicles were completely amphibious without
preparation.

Procurement of these vehicles began in 1964, with
many of them destined for Vietnam. Their designation
was XM706. The first units produced retained the

The XM706E2 lacked the turret of the XM706, instead having an open-top compartment o: -
most popular with the Air Force. (Photo courtesy of the Patton Museum) e n the roof. The XM706E2 was the version of the V-100 that was

26G STANDARD CATALOG OF U.S. MILITARY VEHICLES

w - —s — a
This XM706 is displayed at Fort Leonard Wood, Missouri. The tires were
developed specifically for the Commando, and even have “Commando”
imprinted in them. The wheel wells are rounded, and the periscopes of the
pilot models have given way to vision blocks.

MILITARY POLICE

X564 fe

, ry
eae ~

This XM706 is armed with a pair of .30-caliber machine guns in its turret.
The Commandos were equipped with self-recovery winches. The rope and
guides are visible at the front of the hull.

The Commando had doors in either side of the hull, as well as in the rear

of the vehicle. Notice the unusual brush guards protecting the headlights.
(Photo courtesy of Tacticaltruck.com)

angular fender cutouts of the prototypes. These soon
gave way on the production line to the rounded fender
cutouts. The turret could mount various combinations of
machine guns, such as a pair of .30-caliber guns, or one
-30-and one .50-caliber, or 7.62mm machine guns
instead of the .30s.

STANDARD CA’

WHEELED ARMORED VEHICLES

The horn was mounted on the passenger's side of Commando beside the
headlight. The firing port is located between the front vision blocks, and
the winch is offset rather than centered on the hull. (Photo courtesy of
Tacticaltruck.com)

Although not frequently seen with towed loads, the Commando
nevertheless had a pintle hook on the rear of the hull. The rear door is
barely visible in this photo on the left rear of the hull. (Photo courtesy of
Tacticaltruck.com)

The standardized M706 differed from the XM706 by
having one less vision block and firing port on each side,
as well as roof hatches for the driver that were raised
slightly above the surface of the hull.

The XM706E2, which was popular with the Air
Force, is basically an M706 with an armored box in place
of the turret, much like the relationship between the
earlier M8 and M20 armored cars.

GENERAL DATA
MODEL XM706 M706 XM706E2
WEIGHT** 13,800 Ibs. 13,800 Ibs. 13,300 Ibs.
LENGTH 224 224 224
WIDTH 89 89 89
HEIGHT 96 96 96
TREAD* 73.5 73.5 73.5
CREW Up to 11 Up to 11 Up to 11
TIRE SIZES 14.00-20 14.00-20 14.00-20
MAX SPEED 60 mph 60 mph 60 mph
FUEL CAPY 80 gal 80 gal 80 gal
RANGE 400 mi 400 mi 400 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSMISSION

SPEEDS 5F,1R 1R, 5F 1R, 5F

LOG OF U.S. MILITARY VEHIC

WHEELED ARMORED VEHICLES

TRANSFER

SPEEDS 1 1 1
TURNING

RADIUS FT. 27 27 27
Weight unladen

* Width at tir

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Chrysler 75M
NUMBER OF CYLINDERS 8

CUBIC INCH DISPLACEMENT 361

HORSEPOWER 191 @ 4000 rpm
TORQUE 325 Ibs.-ft. @ 2400 rpm

RADIO EQUIPMENT: Communications was important in the
reconnaissance role, and the Commando was normally equipped with
one of the following sets: AN/GRC-8 or AN/VRC-10 or AN/VRC-34.

VALUES

6 5 4 3 2 1
All models 5,000 15,000 25,000 35,000 45,000 55,000
SCARCITY
Scarcity 4

The LAV was built by General Motors of Canada, and
is based on a design by Motorwagenfabrik AG (MOWAG)
of Switzerland. Completely amphibious, it is powered by
the Detroit Diesel 6V53T diesel engine, which gives it a
top speed of 60 mph on the road or 6 mph in the water.
Although originally intended to by an Army (M1047)
item, it has instead become a staple of the Marine Corps
armored force, which began purchasing the LAV-25 in
1982. During operation Desert Storm, the Army
borrowed 15 LAVs from the Marine Corps. They were
deployed as a platoon by the 3/73rd Armor of the 82nd
Airborne.

The front four wheels are used to steer. The LAV has
selectable eight- or four-wheel drive. In the latter case
the rear four are driven. In the water two propellers drive
the Piranha. The engine is mounted on the right front,
with the driver and winch on the left front.

The basic vehicle, the LAV-25, is armed with the 25mm
M242 gun. There is also space on board for 4 to 6
infantrymen.

Other versions have been produced as well. The LAV-
C2 is a battalion command and control vehicle. This
vehicle does not have a turret, and the rear hull roof has
been raised to provide more space inside. Fifty LAV-C2s
were produced from January to May 1987. Between
September 1985 and December 1986 the Marines
purchased 50 LAV-M mortar carriers, which are armed
with an 81mm M252 mortar. There is a three-section
folding panel in the roof that the mortar fires through.

The TOW missile carrier in this series is the LAV-AT,
which has a two-tube missile launcher turret. From
January to June of 1987, 96 of these vehicles were

268 STANDARD CATALOG OF U.S. MILITARY VEHICLES

manufactured. As with many families of vehicles, there is
a recovery version of the LAV — the LAV-R. The LAV-R
has a 30,000-Ib. drag winch, and a 6,600-lb. capacity
hydraulic crane. Only 46 LAV-Rs were produced, all
between May 1986 and June 1987. The truck version,
known as a. logistics vehicle, is known as an LAV-L. It
has a raised, opening roof, and a chain hoist for handling
cargo. It was in production from November 1985 until
August 1986, with a total of 94 vehicles built. Twelve
electronic warfare vehicles were built and are known as
MEWSS., Mobile Electronic Warfare Support System. The
last of these vehicles to be built were the 17 LAV-AD air
defense vehicles, which are armed with a 25mm GAU-12
Bushmaster Gatling gun and two quadruple Stinger
missile launchers.

GENERAL DATA

MODEL LAV-25 LAV-C2 LAV-AT

WEIGHT** 24,470 Ibs. 23,980 Ibs. 24,850 Ibs.

LENGTH 252.6 259 251.6

WIDTH 98.4 98.4 98.4

HEIGHT 100.9 110 106

TREAD FRONT/REAR’ 85.8/86.8 85.8/86.8 85.8/86.8

CREW 3 i 4

TIRE SIZES 11.00-6 11.00-16 11,00-16

MAX SPEED 62 62 62

FUEL CAPY 71 71 71

RANGE 400 400 400

ELECTRICAL 24 neg 24 neg 24 neg

TRANSMISSION

SPEEDS 5F, 1R 5F,1R 5F, 1R

TRANSFER

SPEEDS 1 1 1

TURNING

RADIUS FEET 25.5 25.5 25.5

ARMAMENT MAIN

SECONDARY 25mm 1x7.62MG 2x TOW
Missile Launchers

MODEL LAV-M LAV-R LAV-L

WEIGHT** 23,520 Ibs. 24,980 Ibs. 22,760 Ibs.

LENGTH 251.6 256 254.6

WIDTH 98.4 98.4 98.4

HEIGHT 84.3 ° 106 109

TREAD FRONT/REAR’ 85.8/86.8 85.8/86.8 85.8/86.8

CREW 5 3 3

TIRE SIZES 11.00-16 11.00-16 11.00-16

The base LAV-25 turret houses a

2
infantrymen can be carried inside. Not
axles steer. (U.S. Army photo)

“S
m M242 gun. A small group of
ce that the tires on potty leading

WHEELED ARMORED VEHICLES

MAX SPEED 62 62 62 contracted for prior to Desert Storm, none of the 48
UST ICAPY fl ih if vehicles had been delivered, so the German government
RANGE 400 400 400 3 * :
ELECTRICAL 24 neg 24 neg 24 neg transferred 60 of its vehicles to the U.S. Army.
AAS UISEION aoe cea Sea The M93A1 has improved detection equipment,

: 3 3 including the M21 remote sensing chemical agent alarm
TRANSFER : s ’
SPEEDS 1 1 system. The crew of the M93A1 is three men, one fewer
TURNING i
RADIUS FEET 25.5 25.5 25.5 than the M93.
Sold [GENERAL DATA.
SECONDARY 1x 81mm mortar 1x 7.62 MG 1x 7.62 MG GENERAL DA’
*“*Weight unladen MODEL M93A1
*Inside/outside width at tires. weet Se
Overall dimensions listed in inches. WIDTH 117.6

HEIGHT 104.4

ENGINE DATA CREW 3

MAX SPEED LAND 65
ENGINE MAKE/MODEL Detroit Diesel 6V53T MAX SPEED WATER 6
6

NUMBER OF CYLINDERS FUEL CAPACITY 86
CUBIC-INCH DISPLACEMENT 318 RANGE 510
HORSEPOWER 275 @ 2800 rpm ELECTRICAL 24 neg
TORQUE 586 Ibs.-ft. @ 2000 rpm TRANSMISSION

SPEEDS 6

VALUES *Weight unladen

Overall dimensions listed in inches.

ENGINE DATA

Current issue

WY bos ep-< ENGINE MAKE/MODEL Daimler-Benz OM 402A
4 NUMBER OF CYLINDERS 8
CUBIC-INCH DISPLACEMENT 762
HORSEPOWER 320 @ 2500 RPM

The M93 Fox is the U.S. version of the German [VALUES
Fuchs. The Fox is a nuclear, biological and chemical EES

reconnaissance vehicle. A mass spectrometer mounted — Current issue
in the vehicle analyzes samples of air and soil for the
presence of these agents. Although they had been

sie ree ia

eo er VY a wy

The M93 Fox is the U.S. version of the German Fuchs NBC vehicle. The base vehicle is the Thyssen Henschel TPz1 armored personnel carrier, which was
adapted to a NBC detection role by German forces, then adopted by the U.S. military. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 269

Section Two:

TRAILERS

‘

ene
ay
ys
RN
ie
OAS
Kons
+S
s %
Sons
Cops

Try,
anes

Dy,

270 STANDARD CATALOG OF U.S. MILITARY VEHICLES

1/4-TON TRAILERS

/4-TON TRAILERS

G-529 Trailers

The 1/4-ton trailer is one of the most popular
accessories for the Jeep enthusiast, and the most
popular versions to couple behind a WWII Jeep are the
Willys MB-T and the Bantam T3.

While the Jeep had many impressive characteristics,
it was short on cargo capacity. This need was filled by
the Quartermaster Corps. which produced 12 pilot
models of a 1/4-ton trailer in 1941. After trials, the
design was finalized and production contracts awarded
to Bantam and Willys. Many people feel that the Bantam
award was consolation for it not being made the prime
contractor for the Jeep. Willys assigned its model
number MB-T (as in MB trailer), while Bantam used the
code T3.

Both the Bantam and the Willys used the same type
6.00 x 16 tire and wheel assemblies as were used on the
Jeep, with a matching 6-volt electrical system. There
were differences between the two brands. The most
easily spotted difference was Bantam’s use of Gabriel
shock absorbers secured with nuts. But on the other
hand, Willys used Monroe shocks held on by cotter pins,
just as it did on its 1/4-ton trucks. The axle on the
Bantam was a solid tube, while the Willys were seamed
in the middle.

Late in the war other firms were contracted to build
these trailers as well. Among the other builders were
Adam Black, Checker, Converto, Crosley, Fruehauf,

Gemco, Pacific Fabricating, Springfield Wagon, Strick,
Utility, and Transportation Equipment. Production by
these firms, plus Bantam and Willys, totaled over

140,000 trailers.

Although often added by civilian owners, and in fact
a feature of some of the post-war Bantam production,
none of the WWII military trailers were equipped with a
tailgate. The WWII trailer is often and easily confused
with the post-war M100. However, like the post-war M38
and M38A1, the M100 had 7.00-16 tires and a 24-volt
electrical system. Also, the M100 had handles on each of
its corners. These trailers are water tight and fully
amphibious without preparation.

GENERAL DATA

MODEL MBTT3
WEIGHT NET 550 Ibs.
MAX GROSS 1,550 Ibs.
LENGTH 108.5
WIDTH 56

TRACK WIDTH

INSIDE/OUTSIDE 43/55
TIRES NO. & SIZE 2 6.00-16
BRAKES parking only
ELECTRICAL 6 or 12 volt

*Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1
G-529 trailer 200 350 550 850 1,200 1,500

SCARCITY

Scarcity 3

This June 1945 Studebaker Proving Ground photo shows a factory-fresh Bantam 1/4-ton traller. Notice the style ‘of parking brake handle and lack of
‘lige =H the corners of the bed. These are the characteristics that most readily distinguish the WWII vintage trailer from the postwar M100. (U.S.
my photo)

STANDARD CATALOG OF U.S.

MILITARY VEHICLES 27]

1/4-TON TRAILERS

A tarpaulin was available to protect the contents of the Bantam trailer from the elements. This trailer had its cover fitted when this photograph was taken
at Holabird Quartermaster Depot. (National Archives and Records Administration photo)

r differed from

Willys also produced a 1/4-ton trailer, using bodies supplied by Central Manufacturin |. The :
Barter-ballt product. (U.S. Army photo) 9 axle of the W

272 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Willys MB-T trailers had lights and reflectors on tl

G-747-M100

When the M-series trucks were introduced, in many
cases a new companion trailer was introduced as well.
This allowed not only a commonality of 24-volt electrical
systems, but in many cases interchangeability of tires,
rims, hubs, and brake parts as well. In the case of the
new Jeeps, the M38 and M38Al1, the new matching
trailer was the M100.

The M100 very much resembled the WWII-era MBT,

, N
The early M100 trailers had a box on the front panel, which is often
referred to as an intervehicular cable box. However, the manual says the
box was designed to stow the tarpaulin. Notice the difference also in the
design of the parking brake lever when compared to that of the G-529
series trailers. (U.S. Army photo)

ar, and were fully amphibious, allowing

1/4-TON TRAILERS

operation behind the GPA as well. (U.S. Army photo)

but was definitely a different unit. One of the most
noticeable differences between the M100 and the WWII
trailer are the handles on each of the four corners of the
M100.

The M100 was a two-wheel general-purpose cargo
carrier designed to carry a load of 500 Ibs. cross-country
on land or water. The body and frame were of one-piece
welded construction mounted on a trailer chassis M115.
Two drain valves were provided, one in the front, and one
in the rear of the floor, to allow water out of the trailer

aT ain

The large interior chests that differentiated the M367 from the M100 can be
seen in this view. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 273

1/4-TON TRAILERS

Later production M100 trailers omitted the stowage box. The landing gear
leg was to be swung up and to the rear when the trailer was coupled to its
towing vehicle. (U.S. Army photo)

body. These valves had to be closed for fording.

The trailer was equipped with two 24-volt taillights
that were operated from the towing vehicle. A cable was
provided for connecting the trailer electrical system with
the towing vehicle.

The support leg is a movable support that was used
to keep the trailer upright when the trailer was not
connected to a towing vehicle. A canvas tarpaulin that
fastened to hooks welded to the body was provided to
cover the trailer top. A metal box was mounted on the
left-front body panel of early models. This was used to
store the tarpaulin when it was not in use. A hand lever,
similar to the one used on M-series 6x6 trucks, was
mounted on the right-front body panel and was used to
lock the brakes when parking the trailer.

One unusual variation of the G-747 was the Trailer,
Maintenance: Telephone Cable Splicer 1/4 ton, Two-
wheel M367. These M100s were modified by the
installation of two large tool cabinets to carry Signal
Corps tools and equipment in the cargo body.

GENERAL DATA

MODEL M100
WEIGHT NET 565 Ibs.
MAX GROSS 1,315 Ibs.
LENGTH 108.5
WIDTH 56.25
HEIGHT 42

TRACK WIDTH

INSIDE/OUTSIDE 42/56
TIRES NO. & SIZE 2 7.00-16
BRAKES parking only

274 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ELECTRICAL 24 volt
Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1
200 400 650 900 1,200 1,500

M100

SCARCITY

Scarcity 2

G-857'M416

The M416 was the last of a long line of 1/4-ton
trailers, ranging back to the WWIl-era G-529. The G-857
series trailers had angular fenders, rather than the
rounded fenders used previously. The M416 was a 1/4-
ton, two-wheel general-purpose cargo carrier designed to
carry a load of 500 lbs. cross-country. The body was of
one-piece welded construction, and was bolted to its
chassis at 14 lug locations. The M416 chassis was the
1/4-ton two-wheel M569.

The body was watertight and would float the trailer
and a 500-lb. load during fording operations. Two drain
valves were provided one in the left front, and one in the
right rear of the floor, to allow rainwater to escape the
trailer. These valves were closed for fording operations.
The trailer was equipped with two taillights that were
operated by the towing vehicle's electrical system, as are
the directional signals. An intervehicular cable was
provided for connecting the trailer electrical system with
that of the towing vehicle. An “A” frame drawbar was
belted to the frame side members. It served as a mount
for the lunette and the support leg. The support leg was
a movable support that was used to keep the trailer
upright when the trailer was not connected to a towing
vehicle. A canvas tarpaulin, which fastened to hooks
welded to the body, was provided to cover the trailer
cargo. The trailer was designed specifically to be towed
by truck, utility: 1/4-ton, 4x4, M151. A two-position
bracket for the trailer lunette also makes the trailer

litary’s 1/4- i a
with the hulllike shape of the eotiailers, the M416 was fully amphibious,

Like all the U.S. mi

photo) pe of the body performing well in water. (U.S. Army

. a

The M416A1 had an overrunning brake system that the earlier trailers
lacked. The system was controlled and distinguished by the large box that
attached to the lunette.

adaptable to being towed by truck, utility: 1/4-ton, 4x4,
lightweight, M422.

Anthony, American Air Filter, Stevens, Parkhurst,
Johnson Furnace, and Fayette built the M416.

The M416A1 was an improved model that featured
an inertia-type overrunning brake. Parkhurst built the
M416A1.

Like the M100/M367, there was a Signal Corps
version of the M416. It was known as the M716, and was
essentially an M416 with tool boxes mounted in the bed.

STANDARD CATALOG OF U.S. MILI

1/4-TON TRAILERS

|
One of the scarcest versions of the G-857 family is this M716 cable splicer
variant. It differed from the standard M416 by having permanently installed
large tool chests in the bed. (U.S. Army photo)

GENERAL DATA

MODEL M416

NET WEIGHT 570 Ibs.
MAX GROSS 1,320 Ibs.
LENGTH 108.5
WIDTH 60.5
HEIGHT 42

TIRES NO. & SIZE 27.00 x 16
BRAKES. parking only
ELECTRICAL 24 volt

Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1
All models 200 350 450 700 850 1,000
SCARCITY
Scarcity 1

The M416 was slightly wider than its predecessor trailers, but the quickest way to distinguish it is the flat-topped angular fenders. This trailer has been
modified with a spare tire under the bottom, and a flat steel cover over the cargo area. (Photo courtesy of TacticalTruck.com)

TARY VEHICLES 275

3/4-TRAILERS

3/4-TON TRAILERS

G-748 M101

The 3/4-ton two-wheel trailer series G-748 was
originally developed as a companion for the M37-type
trucks. However, this trailer series went on to serve with
the M715, the M880, and CUCV series vehicles.

These trailers were built to transport varied types of
loads on highway as well as cross-country. At the rear a
flat tailgate was hinged to the body. Two handbrake
levers at the front of the body could be used to
independently lock each of the trailer wheels. A drawbar
assembly with lunette was attached to the front of the
chassis. A retractable pivoted front support leg was
attached to the drawbar bracket, and two taillights were
mounted at the rear of the chassis under the body of the
trailer.

The M101A1 was almost the same trailer as the
M101, but it was slightly different dimensionally, and
had an improved electrical system.

The M101A2 used an M116A2 chassis. Like its
predecessors, it used a straight axle, but the A2’s wheels
lug pattern matched that of the M880. It was also
equipped with tubeless tires. The M101A2 also
introduced the inertia-actuated service brake system to
the 3/4-ton trailer series. Many of the M101A2 trailers

This October 1951 Aberdeen Proving Ground photo of an M101 cou
and Records Administration photo)

27G STANDARD CATALOG OF U.S. MILITARY VEHICLES

also had U-bolt lifting hooks mounted in the trailer sills.
The M101A3 had all the features of the M101A2, used an
offset axle, and was often towed with a HMMWV.

The G-748 was also the basis for some specialized

trailers.

BE& IP efit BNE SSH ime oe t J
The height of the M101 could be extended with wood-slat sideboards,

which were gated at the tailgate. (National Archives and Records
Administration photo)

— es .
.

with its tarpaulin installed. (National Archives

3/4-TON TRAILERS

GENERAL DATA

MODEL M101
WEIGHT NET 1,340 Ibs.
MAX GROSS 3,590 Ibs.
LENGTH 147

WIDTH 73.5
TRACK WIDTH

INSIDE/OUTSIDE 52/72
TIRES NO. & SIZE 2 9.00-16
BRAKES parking only
ELECTRICAL 24 volt

*Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1 =
All models 200 400 600 800 1,100 1,500 * :
SCARCITY aa
Scarcity 2 The ANNMQ1 was a specialized antenna trailer based on the G-748. (Photo

courtesy of TacticalTruck.com)

‘ 7
vw" ~'g a” ot Ses

The early G-748 trailers, like this 1967 M101A1, used the same tires and wheels as the Dodge M37 truck. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

1-TON-TRAILERS

-TON TRAILERS

The 1-ton cargo trailers were developed initially
under the direction of the Quartermaster Corps and the
design was standardized in October 1942.

The trailers were intended to be towed by the 1 1/2-
ton 4x4 and 2 1/2-ton 6x6 trucks, but in service were
towed by vehicles ranging from 3/4-ton trucks on up to
track-laying vehicles.

Initially these trailers were of all-steel construction
and were built by Nash-Kelvinator, Checker Cab,
Gerstenslager, and Ben-Hur.

In June 1942, due to the shortage of steel, the body
of the trailer was changed to wooden construction.
Simultaneously, the number of builders increased
significantly, becoming too extensive to list here. The
first wood-bodied trailer was delivered in May 1943, but
before the war ended construction reverted to all steel.

This trailer built by Hobbs and is representative of the all-steel 1-ton t

27% STANDARD CATALOG OF U.S. MILITARY VEHICLES

GENERAL DATA

MODEL G-518
WOOD BODY

WEIGHT NET 1,300 Ibs.
MAX GROSS 4,300 Ibs.
STEEL BODY

NET WEIGHT 1,490 Ibs.
MAX GROSS 4,300 Ibs.
LENGTH OVERALL 145.5
WIDTH 71.125
TRACK WIDTH

INSIDE/OUTSIDE 51/67
TIRES NO. & SIZE 2 7.50-20
BRAKES parking only
ELECTRICAL 6 volt

Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1
G-518 1-ton trailer 300 = 700 900 1,200 1,500 1800
SCARCITY

Scarcity 2

Produced toward the end of WWII. (U.S. Army photo)

1-TON TRAILERS

e GENERAL DATA
G-527. Water Trailer Erm Kit
q STEEL TANK
, NET WEIGHT 1,500 Ibs.
This 1-ton, two wheel, 250-gallon water trailer was BHO 3,500 Ibs.

developed by the Quartermaster Corps to transport NET WEIGHT NET 1,350 Ibs.

drinking water to troops in the field. It was designed to MAX GROSS 3,350 Ibs.

be towed by vehicles 3/4 ton and up. TENGTH eee
Initial production units had baffled steel tanks with TRACK WIDTH

a bitumastic interior coating. The tank interior proved to Te OR ISIDE: ae

be difficult to clean and the tank material was changed gaaxes parking only

to aluminum in April 1944. The 250-gallon water trailer ELECTRICAL 6 volt

used the same chassis as the l-ton cargo trailer, and Overall dimensions listed in inches.
camouflage kits were available to disguise the tankers as
simple cargo trailers. 5 5 z A > F
A hand-operated pump was mounted on the front of — 6.597 water trailer 300 600 800 900 1,000 1,500
the tank for use dispensing the water.
Builders of these trailers included Ben-Hur, Checker
Cab, and Springfield Auto Works. Scarcity 3

* hsp = Se eaeesar Fag : g 2 —
This Ben-Hur-built water tanker has the supports in place for a tarpaulin, which acts as camouflage to disguise this as a cargo trailer. Any specialized
equipment, be it trucks or trailers, seemed to draw an unusual amount of enemy fire, so efforts were made to create a uniform appearance with normal
cargo-carrying vehicles. The hand-operated dispensing pump can be seen mounted on the front of the tank. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 27 ¢

1 1/2-TON TRAILERS

I 1/2-TON

G-754°M104

These trailers were part of the postwar Army
modernization program, and they replaced the WWII-era
l-ton trailers. These were 1 1/2 ton, two-wheel trailers
designed to be towed by a 2 1/2-ton, 6x6 truck equipped
with a towing pintle and with a corresponding tire size.

Cargo Trailers M104 and M104A1 and water Tank
Trailers M106 and M106A1 have 11:00-20 tires and were
towed by M34 and M135 trucks. All other models have
9:00-20 tires and were towed by 2 1/2-ton trucks with
the same size tires.

These trailers were designed to be towed over
improved roads with a load of 5,500 Ibs. at speeds up to
50 mph, and over unimproved roads and average terrain
with loads up to 3,000 lbs. and speeds up to 30 mph.
They were designed for fording hard-bottom water
crossings where the trailer will be completely submerged.

| M1104 |

The cargo trailers M104 and M104A1 had seven
welded cross-members and a boss welded to two.short
cross-members at the front of the frame.

The M104-type trailers were of welded-plate
construction. The wheel housing were welded into the
body. The body had both a rear and a front tailgate. They
were hinged at the floor line and were latched in closed
position by hooks of the welded tailgate chains.

Cargo trailer M104 used the 1 1/2-ton, two-wheel,
M102 trailer; the M104A1 used chassis M102A1, and the
M104A2 used the M102A3 chassis. The M104A1 was the
same as the M104, except that the M104A1 did not have
a front tailgate, and the body had gusset-type posts in its

The M104 was unusual in that, in addition to the normal tailgate at the rear
of the trailer, it also had a front gate. (U.S. Army photo)

280 STANDARD CATALOG OF U.S. MILITARY VEHICLES

TRAILERS

sides and a tapered box type at the front and rear.

The front caster could be raised and locked in a
mounting bracket, which was welded to the nose of the
chassis frame and had a locking handle.

The M105 series lacked a front gate, and also had different reinforcements
in the side of the trailer. The trailer shown here is a new M105A2. (U.S.
Army photo)

The M105A\1 cargo, trailer used the M103A1 trailer
chassis. The M105A2 cargo trailer used the M103A3
trailer chassis, and the M105A2C cargo trailer used the
M103A3C trailer chassis.

All of these trailers were used to transport general
cargo on and off highways.

The body was box type with lattice-type side
extensions, with tailgate, flat platform, fixed bed, and a
straight front. It was equipped with tarp bows and a
tarpaulin.

The body construction of the M105A2 was wood and
steel rather than the all-steel construction of the other

models. The M105A2 was not supplied with support legs
or landing gear.

Water Tank Trailers M106, M106A1, & M106A2

The 1 1/2-ton, two-wheel, 400-gallon, M106
M106A1, and M106A2, tanker trailers were used to
transport, store, and distribute drinking water.

Each trailer was designed for fording hard-bottom
water crossing where the trailer will be completely
submerged, and to be towed by single-wheeled 2 1/2-
ton, 6x6, M34 or similar vehicle.

Each trailer was equipped with 400

‘ -gallon capaci
ee water tank of elliptical cross section. a.
wo fenders, one on each side, were rovided

f i ; with
extensions in front and rear. The fender sae extensions

1 1/2-TON TRAILERS

had non-slip horizontal surfaces.

Differences among models:

— The M106 can be used only with a towing vehicle
having an air supply, such as the M34.

— The M106 was equipped with hand water pump and
26-ft. auction hose for filing.

— The M106 had a wood-slat-floored extension at the
front of the tank for storing a bell strainer with hose.
The extension was flanked on either side by a welded
metal faucet box.

— On M106A1, a piping cover plate was located over the
piping between the two welded metal faucet boxes at
the front of the tank.

— The front caster on the M106 was not interchangeable
with the front caster on the M106A1 and M106A2.

The M106 was the first of the G-754 tanker trailers. Ithad 11.00-20tires,as The M10GA1 and M106A2 caster was raised and

opposed to the 9.00x-20 tires used by the rest of the 1 1/2-ton tanker locked in a mounting bracket welded to nose of

families. It was equipped with a manually opeated pump, and the hose was chassis frame and had a locking handle.
carried in a rack on the tongue. (U.S. Army photo)

Y hy =p

REAR
"DOOR
BUMPER
"PADLOCK

vy,

REAR DOOR

The side openings of the M448 hinged down to provide work platforms, and dual rear doors provided access to the interior. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 29]

1 1/2-TON TRAILERS

—A rear support leg was standard equipment on the
M106 only.

— The M106A2 employs two hydraulic wheel cylinders
for each wheel service brake.

— The M106 lunette is mounted into the boss welded to
the nose of the chassis frame.

— The M106A1 lunette is mounted into a casting welded
to the nose of the chassis frame.

Water Trailers M107Al1, M107A2 & MO17A2C

The M107 series trailers used 9.00-20 tires. The tanker bodies were made
of aluminum, and the M107A1, as seen here, lacked the hand pump
provision of earlier models. (Photo courtesy of Memphis Equipment
Company)

The M107 series trailers had 9.00-20 size tires and
were intended to be towed with vehicles with similar size
tires. Each trailer was equipped with a 400-gallon
aluminum water tank of elliptical cross section.

Like the M106, two fenders, one on each side, were
provided with extensions in front and rear. The fenders
and extensions have non-slip horizontal surfaces.

The M107 could be used only with a towing vehicle
having an air supply, such as 2 1/2-ton cargo trucks. It
was equipped with hand water pump and 25-ft. suction
hose for filling. The M107 had a wood-slat-floored
extension at the front of the tank for storing a bell
strainer with hose. The extension was flanked on either
side by a welded metal faucet box.

On the M107A1 and M107A2, a piping cover plate
was located over the piping between the two welded
metal faucet boxes at the front of the tank, and they did
not have the hand pump and hose assembly.

The Front caster on M107 is not interchangeable
with front caster on M107A1 and M107A2. Caster wheel
with bearings was interchangeable.

The caster on the M107A1 and M107A2 was raised
and locked in a mounting bracket welded to the nose of
chassis frame and had a locking handle.

The support leg was standard equipment on only on
the M107.

The M107 lunette was mounted into the boss welded
to the nose of the chassis frame. On the M107A1 and
M107A2 the lunette was mounted into a casting welded
to the nose of the chassis frame.

M107A2 employs two hydraulic wheel cylinders for

292 STANDARD CATALOG OF U.S. MILITARY VEHICLES

each wheel service brake.
The M107A1 water tank trailer used the M103A2

trailer chassis. The M107A2 water tank trailer used the
Mi03A4 trailer chassis, and the M107A2C water tank
trailer used the M103A4 trailer chassis.

Each water tank was aluminum and had a 400-
gallon capacity. The water tank was mounted on a tank
frame that in turn was attached to the chassis frame.

Shop Van Trailer M448

The M448 was designed for use as a mobile paint or
battery shop and used a M103A3 trailer chassis.

The van body consisted of framing, folding sides, and
rear doors. The van had two leveling jacks that were
stowed on the upper rear corner of the left wall. A
grounding rod was provided to allow the safe use of
electrical equipment. The grounding rod was attached to
the trailer chassis. An aluminum ladder, for use to get in
and out of the rear door, was mounted on the interior
surface of the rear door when not in use.

The body was of riveted aluminum construction and
the frame was of welded steel construction. The roof and
crown were riveted to the body. The front wall was
equipped with an opening to permit mounting of a
generating unit when the van was used as a battery
shop. A cover assembly covered the opening when it was
not needed.

The rear wall of the trailer had double doors for entry
of cargo and personnel. The side doors were designed to
swing downward to form a working area.

The roof and body were insulated with glass fiber
material to provide a comfortable working environment
for the crew and protect sensitive equipment installed in
the trailer. A cabinet was mounted near the left rear of
the van. The drawers of this cabinet were accessible to
personnel on the ground with the rear doors open.

When used as a paint shop, the van had a paint
tr cabinet mounted inside at the front of the van

ody.

Two leveling jacks were provided to level the van
body and eliminate vibration when stationary. A leveling
jack holder was mounted on each rear corner of the van

body. The jacks were not intended to lift the van clear of
the ground.

GENERAL DATA
MODEL M104

M104A1 M105A1 M106
WEIGHT NET 2,400 Ibs. 2,730 Ibs. 2,650 Ibs. 2,280 Ibs.
MAX GROSS 7,900 Ibs. 7,230 Ibs. 7,150 Ibs. 5,615 Ibs.
LENGTH 165.5 165.5 165.5 166.625
WIDTH 83 83 83 93
BES NO, &SIZE 21 ones 2 11.00-20 2.9.00-20 2 11.00-20
air/hydraulic air/hydraulic —_air/hydraulic ai i
ELECTRICAL 24 volt 24 volt 24 volt = rib
Overall dimensions listed in inches.
6 5 4 3 2 1
Cargo models 150 300 500 700
Tanker models 100 300 500 00 1000 1400

ISCARCITY

Cargo models 2
Tanker models 2

) G-159 M9,

The M9 trailer was built specifically to be towed by
the Diamond T M20, with the two units combined
forming the M19 transporter. This combination was used
to recover disabled tanks and other heavy loads. The
trailer was fitted with 24 8.25-15 tires. Eight of the tires
were on the front axle, which swiveled and joined to an
A-frame-type drawbar. The trailer was made of welded
steel construction. Hinged loading ramps were located at
the rear of the deck, and four steel chocks were also
provided. The payload capacity of the M9 was 90,000 Ibs.
Winter-Weiss was the leading producer of these trailers
with a total of 1827. Other builders and their production
totals were: Rogers 1,148, Fruehauf 1,632, Checker Cab
344, and Pointer-Williamette 1,192.

This is a true trailer, as opposed to a semi-trailer,
which makes it more difficult to back up.

GENERAL DATA

MODEL mg

NET WEIGHT 20,150 Ibs.
MAX GROSS 110,150 Ibs.
LENGTH 360
WIDTH 114
TRACK WIDTH INSIDE

OUTSIDE 6.875
103.125

TIRES NO. & SIZE 24 8.25-15
BRAKES air
ELECTRICAL 6

Overall dimensions listed in inches.

GENERAL DATA

6 5 4 3 2 1
1,500 2,500

M9 trailer 4,000 5500 6,500 8,500

ANN,

eentie

(U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

LOW-BED TRAILERS

SCARCITY

Scarcity 3

‘3G-160 M15

The M15 40-ton tank transporter semi-trailer was
built by Fruehauf as the companion trailer for the WWII
era M26 and M26A\ tractors.

Eight large 14.00-24 tires mounted on combat-style
wheels supported the rear of the trailer. The suspension
of the M15 consisted of solid walking beams with trunion
shafts between the tires. These trailers were provided
with full air service brakes, however, there was no
parking brake system provided. On the rear of the trailer
there were two large hinged ramps that allowed other
vehicles to be loaded in the field. These ramps were
raised with the tractor’s winch, either directly, or by
attaching them to the cargo being pulled onto the trailer.
The trailer’s wheels and tires were retractable to narrow
the trailer for shipment.

When uncoupled from the tractor, the front of the
trailer was supported by landing gear consisting of two
strut and leg supports. On the upper deck at the front of
the trailer was a stowage compartment for the block,
tackle, and sheaves used in the recovery operations.
Cable guides were built into the trailer, and the tractor’s
winch rope could be threaded through these rollers
during recovery operations. Steps were built into the
front of the trailer to provide access to the stowage
compartment on top of the gooseneck.

The M15A1 had its payload increased from 40 tons
to 45 tons, and had hinged covers installed over the rear
wheels.

Some of the M15A1 trailers were further modified to
the M15A2 standard to cope with the ever-increasing

Wderoek

Here is a factory-fresh M9 45-ton trailer. This particular trailer is a Fruehauf product, although | these were produced by a variety of builders.

283

LOW-BED TRAILERS

The removable covers for the rear wheels are stowed on top of the top deck storage compartments of the M15. (U.S. Army photo)
|. (U.S. 0)

weights of U.S. tanks. Extensive modifications included: compartment:

heavy reinforcement of the trailer frame, a wider body to ‘These fae a - the trailer.

accept the larger tracks of the later heavier tanks, Vietnam war, being towed in i service through the
installation of track guides, and removal of large stowage _ series tractors, ater years by the G-792

284 STANDARD CATALOG OF U.S. MILITARY VEHICLES

LOW-BED TRAILERS

This view of the pilot M15A1 shows the large cable guide rollers at the front of the trailer. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 295

LOW-BED TRAILERS

SNe eu se eee SRSA
josition. (U.S. Army photo)

286 STANDARD CATALOG OF U.S. MILITARY VEHICLES

LOW-BED TRAILERS

: : om
The unusual arrangement of the rear wheels of the M15 series trailers is evident in this overhead photo. (U.S. Army photo)

The hinged rear wheel covers of the M15A1 are clearly visible here. This is the pilot model, and ironically still carries the removable covers of the M15,
as pointed out by the notation of the wartime editor. (U.S. Army photo)

GENERAL DATA

MODEL M15 M15A1 M15A2
NET WEIGHT 42,370 lbs. 42,370 Ibs. 42,600 Ibs.
MAX GROSS 122,370 Ibs. 132,370 Ibs. 142,600 Ibs.
LENGTH OVERALL 461.4375 461.4375 461.4375
WIDTH 150 150 150

TIRES NO. & SIZE 8 14.00-24 8 14.00- 24 8 14.00- 24
BRAKES air air air
ELECTRICAL 12 12 12

Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1
M15 trailer 2,000 3,500 5,000 6,500 8,000 9,500
SCARCITY

Scarcity 3

The new rear wheel covers protected the expensive 14.00-24 tires from
damage by the tracks of tanks being loaded. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHIC

S 237

LOW-BED TRAILERS

G-797M172

The M172 and M172A1, were four-wheel, dual-axle,
dual-tired semi-trailers which were used to transport
general cargo. The two tubular axles, mounted at the
rear, were on walking beam-type suspension.

A fifth-wheel upper plate under the front end of the
gooseneck structure housed a reversible kingpin that
was accessible through a hinged cover on top of the
gooseneck. The double-end kingpin was fitted into the
fifth wheel of the towing vehicle to permit the trailer to be
towed. When towed by 2 1/2- and 5-ton 6x6 tractors, the
normal, commercial-size end of the kingpin was used,
but coupling these trailers to the 10-ton tractor required
the use of the oversized end.

Two mechanically actuated, retractable, shoe-type

The M172A1 has a deck with only 16 ft. of uninterrupted space, which
limits its usefulness. (Photo courtesy of Memphis Equipment Company)

landing gear legs were located on either side near the
front. These were used to support the front end of the
trailer when it was not coupled to the towing vehicle. The
landing gear had a two-speed gearbox with a low and a
high gear. A ratchet-type hand crank, located on right
side of gooseneck structure, operated the two retractable
support legs. The frame structure is the load bed of the
semi-trailer. The frame was made of rigidly welded
structural steel.

The early type semi-trailer M172 was equipped with
commercially designed axles and air brakes. The late
type M172A1 was equipped with an Ordnance standard
axle, and air-over-hydraulic brakes, with a modified
gooseneck kingpin arrangement. Further, the M172 was
rated as a 15-ton trailer, while the M172Al was
considered a 25-ton trailer.

GENERAL DATA
MODEL M172 M172A1
NET WEIGHT 15,500 Ibs. 14,860 Ibs.
MAX GROSS 45,500 Ibs. 64,860 Ibs.
LENGTH 406 414
WIDTH 116 115

LOADING HEIGHT 35 39.375
TRACK 82 82
TIRES NO. & SIZE 8 10.00-15 8 11.00-15
BRAKES air air
ELECTRICAL 24 volt 24 volt
*Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1

All models 1,000 2,500 4,500 6,500 8,000 9,500
SCARCITY

Scarcity 2

In spite of its short length, the M172A1 can carry heavy loads. This M172A1, coupled to a 10-ton tractor,

288 STANDARD CATALOG OF U.S. MILITARY VEHICLES

is transporting an M41 tank, (U.S. Army photo)

G-802 M269/M270

The semi-trailer, low-bed: wrecker, 12-ton, four-
wheel M269 and M269A1 were developed in the post-
WWII period to be towed by a tractor-wrecker M246 or
truck tractor M52, or similar fifth-wheel vehicle.

The trailers were intended primarily for use by the
Air Force for transporting new or salvaged aircraft, and
for general purpose hauling.

Each semi-trailer had two axles at the rear mounted
on a leaf-spring suspension, a fifth wheel upper plate
under the front end, and foot-type landing gear that
supported the front end when not coupled to a towing
vehicle. Two chock blocks were located in brackets
welded to the chassis frame beams near the rear end,
and a spare tire was carried on a winch-type spare wheel
and tire carrier assembly located under the right side of
the chassis frame. On the M269 a stowage compartment
and toolbox was mounted on top of the gooseneck.

On the M269A1, the gooseneck was modified to
include an internal storage compartment. Both the
M269 and M269A1 had stake pockets were welded to the
inside of the body frame outer rails for hardwood stakes.
These trailers had an air-operated brake mechanism
controlled from the towing vehicle, and a 24-volt
receptacle, 12-volt socket, and 6-volt socket located at
the front end.

The M270-series trailers are identical to the M269
series, except they were considerably longer. Like the
M269 series, the M270 and M270A1 were designed to be
towed by a vehicle equipped with fifth wheel (lower
coupler) and to used for transporting new or salvaged

(Photo courtesy of the Patton Museum)

This factory-new M270A1 was photographed while being tested by the Armor and Engineer Board. The M269 series trailers were identical, but shorter.

LOW-BED TRAILERS

aircraft, as well as for general purpose hauling.

Each semi-trailer had two axles at the rear mounted
on a leaf-spring suspension. A fifth-wheel upper plate
under the front end or nose of the semi-trailer included
a kingpin that was fitted into the fifth wheel on a towing
vehicle.

A foot-type landing gear supported the front end of
the semi-trailer when not coupled to a towing vehicle.
The spare tire was carried on a winch-type spare wheel
and tire carrier assembly under the right side of the
chassis frame. Lights on each semi-trailer were supplied
with current by, and operated from, the towing vehicle.

The early-type semi-trailer M270 was equipped with
commercially designed axles and air brakes. The later
M270A1 was equipped with Ordnance-designed axles,
which use air-over-hydraulic brakes.

GENERAL DATA

MODEL M269 M269A1 M270 M270A1
NET WEIGHT 54,200 Ibs. 54,200 Ibs. 57,500 Ibs. 57,500 Ibs.
MAX GROSS 14,200 Ibs. 14,200 Ibs. 17,500 Ibs. 17,500 Ibs.
LENGTH 409 409 590.5 596.5
WIDTH 96.75 96.75 96.75 96.75
LOADING HEIGHT 48.75 48.75 49 49
TRACK 72 72 72 72
TIRES NO. & SIZE 8 11.00-20 8 11.00-20 811.00-20 8 11.00-20
BRAKES air air air air/hydraulic
ELECTRICAL 24 volt 24 volt 24 volt 24 volt
Overall dimensions listed in inches.

VALUES

6 5 4 3 2 i!

All models 1,000 2,000 3,000 4,000 5,500 6,500
SCARCITY
Scarcity 2

TALOG OF U.S. MILITARY

DRO

LOW-BED TRAILERS

-G-904 M747

The M747 was an extremely large low-bed heavy
equipment semi-trailer. Originally developed as the
companion trailer for the M746 22.5-ton 8x8 tractor, the
M747 trailer was considerably more successful than the
tractor. In addition to being towed by the M746, the
M747 was also frequently coupled to the M123A1C

The spare tire for the M747 trailers is stowed on top of the gooseneck,
affording a good view of the wide low-profile tires used on these trailers.
(Photo courtesy of Memphis Equipment Company)

Weg i

The XM747 has a stowage location for the recove!
(Photo courtesy of the Patton Museum)

The “shoulders” on the gooseneck actually are guides for wire rope from winche:

(Photo courtesy of the Patton Museum)

290 STANDARD CATALOG OF U.S. MILITARY VEHICLES

tractor or the M911 C-HET.

Two large aluminum ramps at the rear of the trailer
permit loading, and the trailer came with a variety of
rigging gear for loading disabled equipment.

The trailer's 24-volt electrical system not only
included the normal service and brake lights, but also an
amber rotating beacon. The beacon was provided
because the trailer is oversize even when unladen.

The oversize kingpin on these trailers prevent them
from being towed by conventional civilian tractors.

GENERAL DATA
MODEL M747
WEIGHT NET 31,000 Ibs.
MAX GROSS 151,000 Ibs.
LENGTH OVERALL 513
WIDTH 137
HEIGHT 105
TREAD 102
TIRES NO. & SIZE 16 15-19.5
BRAKES air
ELECTRICAL 24 volt

Overall dimensions listed in inches.

6 5 4 3 2 1
All models 4,000 6,500 9,000 12,000 15,000 19,500
SCARCITY
Scarcity 3

Stee

ie tractor.

ah RAS: . Senet ©
'S on the tractor. These are used when retrievin

MUNITIONS TRAILERS

AMMUNITIONS TRAILERS

The M21 two-wheel, 4-ton ammunition trailer was
created after a long period of development as the
Ammunition Trailer T33E1 (Modified). It was finally
standardized as the Trailer, Ammunition, Two-Wheel, 4-
Ton, M21, in November 1943. The design was finalized in
January 1944 after additional input from the Field
Artillery Board. The initial production order was given to
Trailer Company of America, based in Cincinnati. They
in turn subcontracted the assembly of the trailer to the
Herman Body Co. of St. Louis.

A production pilot model was inspected on March 4,
1944, and after its approval was given for production to
begin. This inspection was made on a pilot model that
the Trailer Company of America had re-worked to match
the latest production drawings. The first production

models, however, were not completed by the Herman
Body Company until the end of July 1944. An order for
the M21 was also given to the Canastota Division of
Oneida Ltd., Canastota, New York. Its first production
models were completed at the end of September 1944.

These trailers were two-wheeled balanced trailers
having specially designed ammunition racks to hold 72
155mm _ howitzer projectiles, with the powder charges
carried above the projectiles.

GENERAL DATA

MODEL M21

NET WEIGHT 5,300 Ibs.
MAX GROSS 13,300 Ibs.
LENGTH 144
WIDTH 98
TRACK WIDTH

INSIDE/OUTSIDE 68/98
TIRES NO. & SIZE 2 14.00-20

BRAKES air
Overall dimensions listed in inches.

Despite its short, stubby stature and low volume, the M21 carried a heavy load. The box on the front of the body held the fuses for the ammunition.

(U.S. Army photo)

STANDARD (

‘ALOG OF U.S. MILITARY VEHIC

291

AMMUNITIONS TRAILERS

y’

nan seen

The ammo racks were mounted inside the trailer were redesigned late in
the war, but were never placed into production.

The M23 was created for the purpose of carrying a
155mm gun, 8-in. howitzer, or 240mm_ howitzer
ammunition. It was based upon the Ammunition Trailer,
134, built by the Utility Trailer Co., Los Angeles, and the
T34E1 built by the Trailer Company of America,
Cincinnati. After testing by the Field Artillery Board, it
was decided that a modified version of the T34 model
would be best suited for the purpose. The modified trailer
was designated T34E2.

These trailers had been standardized in March 1944,
well before testing was complete, and on May 9, 1944, a
production order for these trailers was issued.

The M23 ammunition trailer was a four-wheeled
trailer designed to be towed behind the Truck, 7 1/2-
Ton, 6x6, Prime Mover, or the Tractor, High Speed, 18-
Ton, M4, when used with a Heavy Carriage Limber, M5.
Production of the M23 ceased in June 1945.

GENERAL DATA

MODEL M23

NET WEIGHT 10,000 Ibs.
MAX GROSS 26,000 Ibs.
LENGTH 224
WIDTH 103.5
TRACK WIDTH

INSIDE/OUTSIDE 77.5/100
TIRES NO. & SIZE 4 11.00-20

BRAKES air
Overall dimensions listed in inches.

—

The M23 trailer was used to transport 155mm gun, 8-in. howitzer, or
240mm howitzer ammunition behind Mack NO trucks or high-speed
tractors. (U.S. Army photo)

292 STANDARD CATALOG OF U.S. MILITARY VEHICLES

G-660 M10

The M10 trailers were used for transporting
ammunition during WWII. They could be found being
towed by vehicles ranging from 2 1/2-ton trucks to
tanks.

Essentially a welded-steel, open-topped box mounted
solidly on an axle, they were durable trailers, even when
carrying heavy loads. A number of footman loops were
recessed into the floor for securing the cargo. On the rear
of the trailer was a pintle hook to enable multiple trailers
to be towed in train. A hole was cut in the tailgate to
allow it to clear the rear pintle when it was dropped fully
down.

These trailers used six-hole combat rims. On the rear
of the trailers were reflectors, blackout and taillights,
and a trailer receptacle. A metal box was mounted across
the drawbar just forward of the body. This box was used
to hold the fuses for the ammunition carried by the
trailer.

> — é
The small box mounted on the tongue of the trailer was built to store and

transport fuses for the ammunition being t
She traber (Le Ara prea ing transported in the main body of

This M10 was
railroad car co!

AMMUNITIONS TRAILERS

2 te “3

The rear-mounted pintle hook i is visible beneath the tailgate, which has a hole cut in it to allow it to be opened fully without interfering with the pintle

hook. The bars along the top edge of the trailer sides are intended to support the tarpaulin. (U.S. Army photo)

The cargo box of the M10 was almost perfectly square. Not all M10s had this tread pattern tires. Some of the trallers used the standard military tread.
(U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 2993

AMMUNITIONS TRAILERS

The lunette was mounted on a swivel so that it could
be adjusted to different height pintles, and landing gear
was provided to support the tongue when the trailer was
not coupled to a towing vehicle.

GENERAL DATA

MODEL M10

NET WEIGHT 2,090 Ibs.
MAX GROSS 4,840 Ibs.
LENGTH 152.5
WIDTH 85.25
HEIGHT 57.75
TREAD 72

TIRES NO. & SIZE 2 9.00-20
BRAKES. parking only

Overall dimensions listed in inches.

The M332 replaced the WWII-era M10. Like the M10,
it was used for transporting ammunition for field
artillery. They could be found being towed by vehicles
ranging from 2 1/2-ton trucks to armored personnel
carriers.

These trailers have a welded-steel, open-topped box
mounted on a framework of rectangular tubular steel.
Unlike the M10, the M332 had a spring suspension. A
number of footman loops were recessed into the floor for
use in securing the cargo. On the rear of the trailer was

mounted a pintle hook to enable multiple trailers to
towed in train. A hole was cut in the tailgate to allow it
to clear the rear pintle when it was dropped fully down.
These trailers had all the improvements of the M-series.
This includes 24-volt sealed electrical system,
standardized components and mounted _ tires
comparable to those used by their towing vehicles.

A metal box was mounted across the drawbar just
forward of the body. This box was used to hold the fuses
for the ammunition carried by the trailer.

The lunette swiveled so that it could be adjusted to
different height pintles, and landing gear was provided to
support the tongue when the trailer was not coupled to
a towing vehicle.

GENERAL DATA
MODEL M332
NET WEIGHT 2,750 Ibs.
MAX GROSS 5,800 Ibs.
LENGTH 148.3
WIDTH 94.825
HEIGHT 63.825
TRACK 80
TIRES NO. & SIZE 2 9.00-20
BRAKES parking only
ELECTRICAL 24
Overall dimensions listed in inches. iW
VALUES
6 5 4 3 2 1
M332 trailer 200 350 550 850 1,200 1,500
SCARCITY
Scarcity 2

TRAILER, AMMO, 1-1/2 TON, 2 WHEEL

MODEL M332

MO, BY THE JOHNSON FURNACE CO

This photo of a factory-fresh M332 was taken in 1962. Notice the spri
distinguished it from the earlier M10. (U.S. Army photo)

294 STANDARD CATALOG OF U.S. MILITARY VEHICLES

tice the spring suspension and external frame used by the M332. These features clearly

MISCELLANEOUS TRAILERS

G-221'2-TON

The M7 trailer was the base unit for the G-221
series. It had a much lower profile and deck height than
the other trailers of the era and was originally designed
for transporting generators.

These trailers were used almost exclusively by
antiaircraft artillery units during WWII. The suspension
used a walking beam, with two tires and wheels mounted
on either side of the unitized body. No springs were used
in the suspension. The tires and wheels were
interchangeable with those used by the 2 1/2-ton trucks
used as prime movers for this trailer. These trailers had
electric service brakes.

Acrank on the top of each corner of the body lowered
the four leveling jacks, which were employed when the
mounted generator was placed in operation. The lunette
was adjustable height for use with various towing
vehicles.

Clearance lights, reflectors, blackout stoplights, and
taillights were mounted on the sides and rear of the
trailer. Some trailers were equipped with an adjustable
landing wheel under the drawbar. Footman loops and

_——

The M22 was a totally enclosed director trailer. It had dual rear doors and side window with blackout screen. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

rope tie downs were riveted around the body for the
tarpaulin. The tailgate was heavily constructed for use as
a loading ramp.

The M18 was a very similar model that was equipped
with a manually operated winch mounted on the trailer’s
drawbar. It was operated by a large hand wheel on either
side of the winch drum. The wire rope from the winch
went through the cargo box so generators or other cargo

RAPD 347357

This image from a technical manual illustrates an M7 doing what it was
intended to do — transporting a generator. The leveling jack handles are
just visible on the upper corners of the trailers.

295

MISCELLANEOUS TRAILERS

could be pulled up the tailgate and into the trailer.
Rather than a tailgate, the M18 had two ramps at the
rear. Because it lacked the front leveling screws of the
M7, the M18 had a landing leg to support the tongue
when disconnected from the prime mover. The M7, M13,
and K84 trailers were supplied with bows and tarpaulins
to enclose the cargo area.

Hand-operated parking brakes were provided. In
addition to generator transport, the M7 was used for
antenna mount and radio equipment transport, search
light transport, and general cargo transportation.

"WRRERA PD 347255

The M18 trailers had a landing leg under the tongue to support it when
disconnected from the prime mover. The winch mounted on top of the
tongue was used to pull the cargo into the trailer.

ag WL

CaO &

The M13 shown here very much resembled a M7 with bows in place, but it
wee i different variation for the specific purpose of transporting gun
irectors.

Ai dst

RAPD 347254

This M14 trailer built by J. G. Brill provided fully enclosed transportation
for gun directors. The front leveling jacks are shown here supporting the
tongue of the trailer. (U.S. Army photo)

29G STANDARD CATALOG OF U.S. MILITARY VEHICLES

Model M13, M14, M22

These trailers transported and housed gun directors
for antiaircraft artillery and related equipment. These
directors were electro-mechanical systems for computing
gun-laying data continuously when firing on attacking
enemy aircraft. A separate trailer transported the
generator necessary to operate the system. The M14 and
M22 trailers had metal tops that were insulated and
equipped with a gasoline-fired heating unit. A ventilation
fan was also provided. The M14 and M22 had two rear
doors above the tailgate, and five windows with screens
and sliding blackout panels were provided. The M22 had
a wooden floor; the others had a steel floor.

This model was the same basic trailer as the M7, but
was modified for carrying the quad .50-caliber machine
gun mount, M45. This was the same type mount as the
M16 and MI16AI halftracks carried.

Fruehauf Trailer Company, Kriger, and J.G. Brill
Company built this series of trailers during World War II.

GENERAL DATA

MODEL M13 M14 M22
WEIGHT NET 4,400 Ibs. = —

MAX GROSS 7,850 Ibs. 8,900 Ibs. 8,900 Ibs.
LENGTH 190 191.875 191.875
WIDTH 96 96 96
HEIGHT 94.5 99.5 99.5
TRACK WIDTH

INSIDE/OUTSIDE 75.5/92 75.5/92 75.5/92
TIRES NO. & SIZE 47.50-20 4 7.50-20 4 7.50-20
BRAKES electric electric electric
ELECTRICAL 6 volt 6 volt 6 volt
MODEL M7 M18

WEIGHT NET 4,150 Ibs. 4,000 Ibs.

MAX GROSS 8,448 lbs. 8,194 Ibs.

LENGTH 191.875 198.25

WIDTH 96 96

HEIGHT 25.825 63

TRACK WIDTH

INSIDE/OUTSIDE 75.5/92 75.5/92

TIRES NO. & SIZE 47.50-20 4 7.50-20

BRAKES electric electric

ELECTRICAL 6 volt 6 volt

Overall dimensions listed in inches.

G-678 M30

These semi-trailers were intended primarily as a
bulk hauler for fuel. The Transportation Corps operated
these trailers, and each was equipped with a rear pintle
hook. These pintle hooks, along with converter dollies,
were used to allow operation in trains consisting of a
truck-tractor, 4-5 ton, 4x4, one semi-trailer and one full
trailer.

Six manufacturers produced these trailers
the M30, and the design was based on one aerial
an Army Air Force refueler. The makers involved were
Davis Welding, Heil, Keystone, Krieger Steel
mink oye and Progress.

e fuel trailers were provided wi i
equipment consisting of ber aeiiey ae ernie
and an engine-driven pump and hose assembly. This
arrangement allowed the servicing of six vehicles or the

MISCELLANEOUS TRAILERS

a rH ‘ = See eae . = one
The wide stance of the landing legs provided for the G-678 series is apparent in this photograph taken at the Studebaker Proving Ground in 1944. Notice
the fire extinguisher carried on the side of the trailer — crucial on fuel trailers such as this. (U.S. Army photo)

filling of six containers simultaneously. The pump and
hose assemblies were constructed so that they could be
used for filling the trailer as well.

GENERAL DATA

MODEL M30

NET WEIGHT 6,750 Ibs.
MAX GROSS 18,950 Ibs.
LENGTH 240
WIDTH 96
HEIGHT 93
TRACK WIDTH

INSIDE/OUTSIDE 50.125/93.875

TIRES NO. & SIZE 4 9.00-20
BRAKES air
ELECTRICAL 6 neg

Overall dimensions listed in inches.

VALUES

No reported sales

G-750 12-TON

The M127 family consists of the 12-ton, four-wheel
semi-trailers M127, M127A1, and M127A1C. These
vehicles are intended to transport general cargo. Their
construction consisted essentially of a body and frame of
welded construction mounted on the 12-ton, four-wheel
M126 or M126A1.

The body frame was made of pressed-steel side rails,
cross members, and short cross members, and was
welded together with the chassis frame to form one
integral unit.

STANDARD CATALOG OF L

The semi-trailer chassis M126, M126Al1, and
M126A1C consisted of two drop-frame_ I-section
longitudinal frame rails and intermediate cross
members, along with an upper fifth wheel plate, kingpin,
two axles at the rear mounted on a _ leaf-spring
suspension. Taillights, brakes, and foot-type landing
gear were provided.

Stake semi-trailers M127 and M127A1 were of
similar body frame construction, except that semi-trailer
M127A1 was equipped with chains to support the panels
and lifting rings for hoisting the semi-trailers. Semi-
trailers M127Al and M127AIC are similar, but the
M127AI1C is equipped with a voltage control box
mounted on the underside of the body. The M127 had
commercial-type axles and airbrakes, while the other
vehicles in this group had military-type axles and air
over hydraulic brakes.

ORD £4072

A tarpaulin was provided to protect the M27 cargo from the weather, or
from enemy observation. The tarpaulin has been installed in this photo.

MILITARY VEHICLES 297

MISCELLANEOUS TRAILERS

wtf See

The M127 stake-bodied semi-trailers were among the most abundant of the military's general cargo trailers. Their simple rugged construction has given
them a long service life. The sideboards were easily removed to convert the trailer into a flatbed. (Photo courtesy of TacticalTruck.com)

3 eS ea, 229

aE Sl)
ity. (U.S. Army photo)

AO MES

298 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The M128 family consisted of the M128, M128A1,
M128A1C, and the M128A2C. These trailers had van-
type bodies and were mounted on the same types of
chassis described above. The M128A1C had turn
signals, mud flaps, and dock bumpers. All of these
trailers had a body framework made of square steel
tubing, and an interior lining of 1/4-in. plywood. The
outside is sheathed in 22-gauge corrosion-resistant
steel. The trailers have hardwood floors. A ladder was
carried on the rear door to be used entering and exiting
the trailer.

All the G-750 series trailers were intended to be
pulled by 5-ton tractors.

GENERAL DATA

MODEL M127 M128
NET WEIGHT 13,840 Ibs. 15,220 Ibs.
MAX GROSS 37,840 Ibs. 39,220 Ibs.
LENGTH OVERALL 345.5 348.25
WIDTH 96.75 96.75
HEIGHT 105.5 143.625
TREAD 72 72
TIRES NO. & SIZE 8 11.00-20 8 11.00-20
ELECTRICAL 24 volt 24 volt
Overall dimensions listed in inches.
VALUES
6 5 4 3 2 1
Flatbed trailer 500 800 1,200 2,000 3,000 4,000
Van trailer 500 800 1,500 2,500 4,000 5,000

SCARCITY

Flatbed trailer 2
Van trailer 2

The G-751 series trailers were developed in the
1960s to be towed by 2 1/2-ton tractors.

The M118 series trailers were 6-ton stake body
trailers built on the M117 series chassis. These were
flatbed trailers with removable sideboards made of eight
1-in. oak boards. There was a landing gear at the front of
the trailer to support it when uncoupled from the tractor.

The M119 provided the military with a large enclosed general-purpose
cargo trailer. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

MISCELLANEOUS TRAILERS

ital

ORD E 4071

The large M118 stowage box for the tarpaulin was mounted underneath
the left side of the trailer, with the spare beneath the right side. (U.S. Army
photo)

Ls il ales

This USMC M118A1 was a 1967 Loadcraft product. The removable
hardwood sideboards with steel supports are plainly visible. (U.S. Army
photo)

Under the floorboard there is a box to stow the
tarpaulin. The M117 chassis was equipped with
commercial-type air brakes and the M117Al1 had
military-style air-over-hydraulic brakes.

The M119 series trailers were 6-ton van body cargo
trailers. Like the M118 series, they are constructed on
the M117 series chassis. The outer body is constructed
of steel sheet, with plywood interior panels. Mechanically
it is identical to the M118 series.

GENERAL DATA

MODEL M118 M119

NET WEIGHT 7,140 Ibs. 7,140 Ibs.
MAX GROSS 23,340 Ibs. 23,340 Ibs.
LENGTH OVERALL 275.75 274.625
WIDTH 94.75 92.625
HEIGHT 132.625 103.25
TRACK WIDTH

INSIDE/OUTSIDE 47.375/92.625 47.375/92.625
TIRES NO. & SIZE 4 9.00-20 4 9.00-20
ELECTRICAL 24 volt 24 volt

Overall dimensions listed in inches.
Note: The M118 has commercial-type air brakes, the M118A1 has air-
over-hydraulic brakes.

299

MISCELLANEOUS TRAILERS

VALUES
6 5 4 3 2 1
All models 400 600 800 1,000 1,500 1,800
SCARCITY
Scarcity 2

G-755°M131

Fuel has always been a major concern for the
mechanized Army, and the G-755 series tankers were
built with that in mind. These trailers, designed to be
towed by the M52-type tractors, transport 5,000 gallons
of fuel. An engine-driven pump, capable of discharging
225 gallons per minute, was provided for off-loading the
fuel. The M131A1 looked very similar to the M131, but had air-over-hydraulic

The M131 had commercial-type air brakes, while the _ brakes, rather than the straight air brakes of the M131. (U.S. Army photo)
other trailers in this group (M131Al, M131AI1C and
M131A2) used military-type air-over-hydraulic brakes.

T
ws PR aha a different appearance to the M131 series. Gone was the rear pump compartment, replaced with an underbelly compartment.

300 STANDARD CATALOG OF U.S. MILITARY VEHICLES

MISCELLANEOUS TRAILERS

The M131 resembled the civilian tankers of the era, with a low-hanging
rear apron that contained the pumping equipment. (U.S. Army photo)

GENERAL DATA

MODEL M131 M131A1 M131A2 M131A5C
WEIGHT NET 14,850 Ibs. 14,280 Ibs. 12,400 Ibs. 14,250 Ibs.
MAX GROSS 45,390 Ibs. 44,780 Ibs. 42,900 Ibs. 43,750 Ibs.
LENGTH 352.5 351.5 380 376
WIDTH 96.75 96.75 97.8 95.5
LOADING HEIGHT 109 109 107 106.5
TIRES NO. & SIZE 811.00-20 811.00-20 811.00-20 8 11.00-20
BRAKES air air-hydraulic air-hydraulic air-hydraulic
ELECTRICAL 24 volt 24 volt 24 volt 24 volt
Overall dimensions listed in inches.
VALUES

6 5 4 3 2 1
All models 1,000 2,000 2,500 4,000 6,000 8,500

~-G-782 M271

The M271 was developed for Signal Corps use
transporting poles. The Signal Corps knew this trailer as
the V-13/GT. While its primary function was to transport
poles in support of the V-18A/MTQ polesetter, the trailer
did have low removable sideboards that permitted it to
transport other gear used by signalmen. The tongue of
the trailer was telescopic, reaching from 123 in. to 489
in. To transport the poles, the electrical and air systems

The M271 had an unusual two-lunette drawbar. The short sideboards on
the trailer could be easily removed when hauling its primary cargo,
telephone poles. (National Archives and Records Administration photo)

In this view the sideboards have been removed and the telescoping
drawbar extended in preparation of transporting poles. The extra long
electrical and airlines were stored coiled on racks on the sides of the
drawbar when the trailer was operated in the short configuration.
(National Archives and Records Administration photo)

had extra-long connections to accommodate the
changing length. The G-782 series trailers were equipped
with various load restraint devices. These trailers had
air-over-hydraulic brake systems and 24-volt tail and
stop lights

meqrmutiing ee:

In this view of the M271 the sideboards have been removed and the telescoping drawbar extended in preparation of transporting poles. The extra-long
electrical and air lines were stored coiled on racks on the sides of the drawbar when the trailer was operated in the short configuration. (National
Archives and Records Administration photo)

301

STANDARD CATALOG OF U.S. MILITARY VEHICLES

MISCELLANEOUS TRAILERS
GENERAL DATA
MODEL M271/M271A1
NET WEIGHT 2,430 Ibs.
MAX GROSS 9,430 Ibs.
LENGTH
EXTENDED 271
RETRACTED 120
WIDTH 82.5
HEIGHT 62.5
TIRES NO. & SIZE 2 11.00-20
BRAKES. air/hydraulic
ELECTRICAL 24 volt
Overall dimensions listed in inches.
6 5 4 3 2 1
All models 200 500 700 950 1,100 1,250
SCARCITY
Scarcity 2

G-813°'M310

The 3 1/2-ton M310 Cable Reel Trailer, known as the
K37-B by the Signal Corps, was used by the Signal Corps
during construction and maintenance of telephone and
telegraph lines. The M310 was the companion trailer for
the V17A/MTQ truck. Its unusual shape allows it to
transport a reel of cable in the vertical position. The
trailer had stub axles, which permitted the reel to extend
near the ground. The trailers had an air-over-hydraulic
brake system, no electrical system, parking brakes on
each wheel, and could be completely submerged.

GENERAL DATA

MODEL M310 K-37-B
NET WEIGHT 2,520 Ibs
MAX GROSS 9,520 Ibs.
LENGTH 149.5
WIDTH 88.75
HEIGHT 71

TRACK 76.25
TIRES NO. & SIZE 2 11.00-20
BRAKES air/hydraulic
ELECTRICAL 24

Overall dimensions listed in inches.

No rear lights were installed on the M310. The unusually shaped trailer
was designed to move reels of wire. (U.S. Army photo)

302 STANDARD €

LOG OF U.S. MILITARY VEHICLES

VALUES

6 5 4 3 2 1
400 800 1,000 1,200 1,500 1,800

All models

SCARCITY

Scarcity 3

-G-816 M345

The M345 was a very large flat-bed trailer frequently
used by engineering units, who towed the trailer behind
5-ton trucks. The M345 was built of structural and
pressed steel, and had a deck length of 23 ft. Landing
gear was provided under both ends of the trailer. These
trailers had standard military air-over-hydraulic brake
systems, and 24-volt electrical systems. The trailers were
supplied with chock blocks in lieu of parking brakes.

GENERAL DATA
MODEL M345
NET WEIGHT 11,260 Ibs.
MAX GROSS 37,260 Ibs.
LENGTH 333.5
WIDTH 98
HEIGHT 55.5
TRACK WIDTH

INSIDE/OUTSIDE 52/96.75
TIRES NO. & SIZE 8 11.00-20
BRAKES air/hydraulic
ELECTRICAL 24 volt

Overall dimensions listed in inches.

VALUES

6 5 4 3
15,000 20,000 25,000 30,000

SCARCITY

Scarcity 2

2 1
All models 35,000 45,000

The M345 was earety an impressive trailer, but its 55 1/2-in. deck height

made loading it challenging. (U.S. Army photo)

The M313 was a van-type semi-trailer, in the 6-ton,
four-wheel range with an expansible body. It was
designed to provide a mobile semi-trailer van shop with
expanding sides for the installation of maintenance shop
sets to be used by personnel maintaining and repairing
military equipment in the field. It consisted of an
expansible van body similar to that used on the M291
and M292 trucks mounted on a M295A1 chassis. It was
intended to be towed by M52 5-ton 6x6 tractor, or similar
vehicle.

The van body was of double-wall construction
consisting of an outer aluminum skin and an inner
plywood covering. It was insulated between the inner
and outer wall members for temperature control. The
van body was designed to expand to approximately twice

This M313 is shown with the body in its extended position, ready for
operation. The upper box on the front of the van body housed two fuel-
burning heaters and an air conditioning unit. (U.S. Army photo)

— =

MISCELLANEOUS TRAILERS

the volume it enclosed when in the retracted or traveling
position. This was achieved by using expanding side
panels actuated by expanding and _ retracting
mechanisms, and counterbalanced hinged roof and floor
sections, which formed extensions of the floor and of the
roof when the van body was in the expanded position.

The van body was provided with electrical system
lights and service receptacles, two gasoline-burning
heaters, stabilizing or leveling jacks, and two aluminum
ladders. It had double doors in the rear wall. A blackout
relay was actuated by the door-operated switches to
provide blackout protection when the doors were opened.
There were doors in each side and at the rear of the van,
and four windows in each side.

The M447 and M447C expansible vans were similar
in design to the M313, but lacked the side doors and had
fewer windows. Like the M313, the M447 was designed
to provide a mobile semi-trailer van shop with folding
sides for the Army, as well as for use as a field spare
parts carrier. It was intended for the installation of
maintenance shop sets to be used by personnel
maintenance and repairing military equipment in the
field.

The trailer was suitable for use on highway or cross-
country. It was mounted on a M295 or M295A1 semi-
trailer with a 6-ton, four-wheel chassis. The M52 5-ton
6x6 tractor, or a similar vehicle, towed it. It was
comprised of a van body constructed of electrically
welded angle iron.

These trailers had double rear doors, and two full-
length side panels that were sectionalized longitudinally
so that the lower half hinges downward to form an
extension of the floor, and the upper half hinges upward
to form a roof extension. Protection from the weather was
achieved when canvas side curtains were attached. The
van body was provided with an electrical system,
including lights and power outlets and two fuel-burning

The M447 had no side doors and a different window arrangement than the M313. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

303

MISCELLANEOUS TRAILERS

heaters. The trailers had stabilizing or leveling jacks,
guardrails, and ladders, and were fully insulated.

The M447C was the same as the M447, except that
the M447C was equipped with an air conditioner.

GENERAL DATA

MODEL M313 M447
NET WEIGHT 14,700 Ibs. 15,500 Ibs.
MAX GROSS 28,700 Ibs. 23,000 Ibs.
LENGTH 324 323
WIDTH RETRACTED 96 94.5
WIDTH EXPANDED 170 175
TRACK BETWEEN DUALS 72 72
TIRES NO. & SIZE 8 9.00-20 8 9.00-20
BRAKES air/hydraulic air/hydraulic
ELECTRICAL 24 volt 24 volt
Overall dimensions listed in inches.
VALUES

6 5 4 3 2 1
All models 400 600 800 1,000 1,500 1,800
107: 1510) ge’
Scarcity 3

G'815 & G-820

The M349 and M349A1 semi-trailers were van-type
refrigerated two-wheel trailers in the 7 1/2-ton class.
Mechanical differences resulted in the trailers being
assigned to two different ordnance groups. The M349
was G-815 and the M349A1 was G-820. The M349 and

M349A1 were used to provide refrigerated storage space
for perishable items, both fresh and frozen, under all
weather conditions. Many were used in Vietnam.

The aluminum body and subframe were mounted on
a steel undercarriage supported by semi-elliptic springs
that were attached to a single dual wheel standard
14,000-Ib.-load-rated Ordnance axle. The semi-trailer
had vertical screw-type front landing gear, an interior
and exterior lighting system, a braking system, spare
wheel, fixed ladders and platform, toolboxes, battery
box, and auxiliary equipment. After the introduction of
the M349A1, the M349 was reclassified as Limited
Standard.

GENERAL DATA

MODEL M349 M349A1
NET WEIGHT 7,970 Ibs. 8,600 Ibs.
MAX GROSS 22,790 Ibs. 30,600 Ibs.
LENGTH 284 277
WIDTH 96.375 96
HEIGHT 129.875 129.875
TREAD 70 70

TIRES NO. & SIZE 4 9.00-20 4 9.00-20
ELECTRICAL 24 volt 24 volt

Overall dimensions listed in inches.
NOTE: The M349 has commercial-type air brakes, the M349A1 has
air-over-hydraulic brakes.

VALUES
5 4 3 2 1
All models 400 600 800 1,000 1,500 1,800
SCARCITY
Scarcity 3

304 STANDARD CATALOG OF U.S. MILITARY VEHICLES

CONVERTER DOLLIES

These dollies, built by Springfield Auto Works as well
as Production Engineering, were used to convert semi-
trailers of up to 10 tons capacity into full trailers. This
allowed the trailers to be towed by any adequately sized
vehicle with a pintle hook, rather than solely by truck
tractors.

GENERAL DATA

MODEL M365
WEIGHT 3,380 Ibs.
LENGTH 114
WIDTH 95.5
HEIGHT 54
WIDTH

INSIDE/OUTSIDE 45.5/95.5
TRACK 70.5
TIRES NO. & SIZE 4 11.00-20
BRAKES none
ELECTRICAL none

Overall dimensions listed in inches.

The M365 was the Army's hea’
by Springfield Auto Works. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

JG-695' K-83

Fruehauf built these dollies for the signal corps. They
were used to convert model K78A and K78B Signal Corps
semi-trailers into full trailers. This allowed the trailers to
be towed by any adequately sized vehicle with a pintle
hook, rather than solely by truck tractors. These
unusual dollies had their support leg under the rear,
rather than the usual position under the drawbar. Also,
the drawbar is hinged but lockable so that it can be
repositioned for various pintle hook heights.

GENERAL DATA

MODEL K83 & K83A
WEIGHT 3,000 Ibs.
LENGTH 147
WIDTH 94
HEIGHT 53.5
WIDTH

INSIDE/OUTSIDE 50/94
TIRE NO. & SIZE 4 9.00-20
TRACK 72
BRAKES none
ELECTRICAL yes

Overall dimensions listed in inches.

Stato: SEY

-duty converter dolly during WWII. Notice the overload springs mounted above the normal springs on this example built

305

CONVERTER DOLLIES

RA PD 137726

This photo from a technical manual shows the unique rear landing gear
used by Signal Corps converter dolly K83. (U.S. Army photo)

G-708 M363

The dollies, built by Fruehauf, and known within the
company as a Model DC3, were used to convert semi-
trailers of up to 15,000 lbs. gross weight into full trailers.
This allowed the trailers to be towed by any adequately
sized vehicle with a pintle hook, rather than solely by
truck tractors.

GENERAL DATA

MODEL M363
WEIGHT 1,765 Ibs.
LENGTH 112.75
WIDTH 83.625
HEIGHT 46.5
WIDTH

INSIDE/OUTSIDE 47.625/83.625
TRACK 65.625
TIRES NO. & SIZE 47.50-20
BRAKES. none
ELECTRICAL none

Overall dimensions listed in inches.

VALUES

6 5 4 3 2 t
All models 200 400 7,000 1,200 1,500 18,000
SCARCITY
Scarcity 3

RA PO 137823

The M363 was among the lightest-duty converter dollies used during
WWII. (U.S. Army photo)

306 STANDARD CATALOG OF U.S. MILITARY VEHICLES

'G-800'M197

The G-800 6-ton converter dolly was intended to
replace the WWII-era M364 unit. Like the WWII unit, it
was designed to convert semi-trailers into full trailers.
The M197 used commercial-type axles and air brakes,
while the M197A1 used an ordnance-type axle and an
air-over hydraulic-brake system. These dollies use the
standard M-series wheels and tires. They have no
electrical system.

GENERAL DAT,

MODEL M197 M197A1
NET WEIGHT 2,970 Ibs. 2,880 Ibs.
MAX GROSS 14,970 Ibs. 14,970 Ibs.
LENGTH 112 112
WIDTH 92.625 92.625
HEIGHT 53 53

WIDTH

INSIDE/OUTSIDE 47.375/92.625 47.375/92.625
TRACK 70 70
TIRES NO. & SIZE 4 9.00-20 4 9.00-20
BRAKES air air/hydraulic

Overall dimensions listed in inches.

VALUES

6 5 4 3 2 1
All models 200 400 700 1,000 1,400 1,800
SCARCITY
Scarcity 2

The M197 was a relatively light-du' y dolly, and could
sition if necessary. It nad brake: +f eran

ss
c led into
but no lights. (Photo courtesy of

Tacticaltruck.com)

ecteTelee G iteye}

The M198 series was the big brother to the M197 and
was rated at 8 tons. Its purpose was the same as the
other converter dollies — to allow semi-trailers to be
towed either with pintle hook equipped trucks, or in
trains behind a single prime mover — usually a 5-ton
class vehicle. The M198 used a commercial axle with air

brakes, while the M198A1 used a mili i
I tary-styl
air-over-hydraulic brakes. enter aa

GENERAL DATA

CONVERTER DOLLIES

GENERAL DATA

MODEL M198 M198A1 MODEL M199
NET WEIGHT 3,500 Ibs. 3,500 Ibs. NET WEIGHT NET 7,700 Ibs.
MAX GROSS 19,500 Ibs. 19,500 Ibs. MAX GROSS 43,700 Ibs.
LENGTH 115 115 LENGTH 150
WIDTH 96.75 96.75 WIDTH 114.75
HEIGHT 56 56 HEIGHT 59
WIDTH TRACK 82
INSIDE/OUTSIDE 47.5 /96.75 47.5/96.75 TIRES NO. & SIZE 8 14.00-20
TRACK 72 72 BRAKES air
TIRES NO. & SIZE 4 11,00-20 4 11.00-20 ELECTRICAL 24
BRAKES air air/hydraulic i i seta in 7 i
ELECTRICAL nono ore Overall dimensions listed in inches.
Overall dimensions listed in inches.
VALUES
6 5 4 3 2 1
VALUES All models 400 800 1,100 1,600 2,200 2,800
6 5 4 3 2 1
All models 200 400 700 1,000 1,400 1,800 Yoy.V- (eg 4
SCARCITY Scalcly’s

Scarcity 2

The M198 8-ton dolly was equipped with a front landing |

leg, but this
example is simply resting on its lunette. (Photo courtesy of Memphis
Equipment Company)

-G-811 M199

This overhead view shows large size of the M199 and all its

components. The M199 was capable of transporting heavy loads
both on road and cross-country. (U.S. Army photo)

The M199 series was the largest of the post-WWII
converter dollies, and was rated at 18 tons. In addition
to dual wheels, it had tandem axles, and used 14.00 x 20
tires. This permitted very large semi-trailers to be
converted into full trailers. Due to the weight distribution
and tandem axles, the M199 did not require any landing
gear, and none was provided. The dolly did have a 24-volt
electrical system and full air brakes.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

307

Section Three:

TRACKLAYING

VEHICLES

This section of the book is devoted to fully tracked
vehicles. In addition to tanks, there are gun motor
carriages (self-propelled guns), high-speed tractors, and
carriers, which are essentially tracked trucks.

The Ordnance Department's carefully developed "G-
number" system does not work as well with tracked
vehicles as it does with wheeled vehicles, at least from
the collector's standpoint.

Prior to November 9, 1950, the U.S. Army classified
tanks on the basis of their weight: light, medium, and
heavy. After that date the designation was based on the
caliber of the vehicle's main gun.

Tracked vehicles offer special challenges and
expenses for the collector. First, there is the problem of

308 STANDARD CATALOG OF U.S. MILITARY VEHICLES

transportation. While trucks can be driven or towed, and
a wrecker can handle even basket case trucks with
relatively little trouble or expense, this is not the case
with most tracked vehicles. Even in operating order it is
not usually practical to drive the vehicle as a means of
transporting it. Steel tracks can eat up pavement, and
rubber tracks wear, and are expensive. Many vehicles
become oversize loads when hauled, necessitating
permits, and their weight in most instances means that
something larger than a pickup, often much larger, is
needed as the towing vehicle.

Relatively few tracked vehicles are traded in the
collector market.

The M75 was produced by FMC and International
Harvester. The production can be separated into two
large groups, early vehicles (International serial number
7 through 376 and FMC serial 1007 through 1326, lower
numbers were test units) and late vehicles (IHC 377
through 1006 and FMC 1,327 to 1,736).

The engine of the M75 consisted of the 375-hp AO-
895-4 Continental engine coupled to a CD-500 cross
drive transmission. The taillight mounting, shock
absorber arrangement, and fuel tank were among the
components that were changed on later models. There
were two doors on the rear of the vehicle for troops to
use, while the commander had a roof-mounted cupola
with an M2 HB machine gun. The driver had a hatch on
the upper sloping armor.

The M75 proved itself in combat in Korea in 1953,

ARMORED PERSONNEL CARRIERS

ARMORED PERSONNEL
CARRIERS

? we a Pe

bn A

ee >

The M75 was a large vehicle. The driver and commander both have their
hatches open in this photo, and the exhaust pipe running across the front
of the vehicle roof can be seen. The hatches at the rear of the roof could
be opened to allow troops to fire from the safety of the vehicle. (Photo
courtesy of the Patton Museum)

This T18E1 interior was essentially the same as the early M75 interior. The driver's seat is barely visible on the front left. (Photo courtesy of the Patton

Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

309

ARMORED PERSONNEL CARRIERS

but with a cost of $72,000 each, it was too expensive to
be procured in the huge quantities the Army wanted.

MODEL M75
WEIGHT" 41,500 Ibs.
MAX TOWED LOAD. 14,000 Ibs.
LENGTH 204.5
WIDTH 112
HEIGHT 119.75
TRACK 87

STD TRACK WIDTH 21

MAX SPEED 44.5 mph
FUEL CAPY 150 gal
RANGE LAND. 115 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 2
TURNING

RADIUS FT. pivot

Overall dimensions listed in inches.
“Fighting weight

iia J Se . : a A
ENGINE DATA This soldier is making adjustments to one of the GMC 302 engines that
ENGINE MAKE/MODEL AO-895-4 powered the M59. The carburetor of the left engine is visible just above his
NUMBER OF CYLINDERS 6 hands. Also visible is the interior of the ramp-mounted personnel door
CUBIC-INCH DISPLACEMENT 896 mentioned earlier. The troop seats, shown here in the lowered position,
HORSEPOWER 295 @ 2660 rpm could be raised and a Jeep driven inside the truck. (Photo courtesy of the
TORQUE 672 Ibs.-ft. @ 1850 rpm Patton Museum)
GOVERNED SPEED (rpm) 2800 F =
VALUES

6 5 4 3 2 1

All models 2,000 5,000 8,000 12,000 16,000 20,000
SCARCITY
Scarcity 3

The M59 improved on the M75 in several of ways. It
was less expensive, amphibious, and had a rear ramp
which could be lowered, allowing quick loading and
unloading. There was a small personnel door installed in

, j hae ee A is 2
A late production M59 demonstrates its amphibious capabilities. With onl
its tracks for propulsion, the M59’s maximum speed in calm water was 4.:
mph. (Photo courtesy of the Patton Museum)

At the rear of the M59 was a large ramp that swung down to allow the
anspor nr of large cargo, or the quick egress of the troops inside. A

traditional hinged personnel door was mounted in the center of the ramp.
(Photo courtesy of the Patton Museum)

310 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ARMORED PERSONNEL CARRIERS
the rear ramp, so it did not have to be lowered for the [eS joaNGY. We.

crew to entire or exit. With the ramp down, a Jeep could yope Ms9 maa
be driven inside. WEIGHT" 42,600 Ibs 47,100 Ibs.
Instead of the single large engine and cross-drive MAXTOWEDLOAD — 14,000 Ibs. 14,000 Ibs.
ee : : aan LENGTH 221 221
transmission of the M75, the M59 used a pair of GMC wiptH 128.5 128.5
302 straight-six engines and 300MG Hydra-Matic HEIGHT 94 94
transmissions similar to those used in the G-749 series (ARCH i 108
6x6 trucks. In emergency situations, the M59 could Top spEED LAND 32 mph 27 mph
operate on a single engine, but it was slow going. Even Lara WATER Beale Beamon,
a . * alr x jal jal
with both engines running the M59 was seriously pange LAND iponee ee
underpowered. ELECTRICAL 24 neg 24 neg
TRANSMISSION
SPEEDS 2 2
TURNING
RADIUS FT. pivot pivot

Overall dimensions listed in inches.
“Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL GMC 302
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 301.6
HORSEPOWER 127 @ 3350 rpm
TORQUE 254 Ibs.-ft. @ 1800 rpm
GOVERNED SPEED (rpm) 3400
VALUES
6 5 4 3 2 1
All models 2,000 5,000 8,000 12,000 16,000 20,000

te Goes SCARCITY
Though underpowered, the M59 was capable of climbing a 60-percent (30- F
degree) grade. (Photo courtesy of the Patton Museum) Scarcity 3

ok vad als esa an. ists

at »

Od 5 PR aie CRY, 2, y an
Shown in this October 1961 photograph is an early production M59 armored personnel carrier. Notice the commander's machine gun is mounted
externally to the cupola. The trim vane, necessary for amphibious operations, is shown stowed against the front of the hull. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES $3] ]

ARMORED PERSONNEL CARRIERS

113 Family

standard Armored Personnel Carrier since production
began, and continues to serve not only the U.S. Armed
Forces, but those of many other countr well.

The hull of the M113 vehicles was made of aluminum
armor. There was a hydraulically operated ramp in the
rear, which had a personnel door mounted in it. The
driver's position was in the left front, and the engine was

Lie tae

The M113 in its original form was amphibious, but barely. As later models gained weight, swimming thi i i
a . , hi
combat situations. The lifting ring just visible on the forward hull at the waterline is the identifying feature ‘Sttrue Milas, (US) Anny proto) a

When the Army made diesel its fuel of choice, the M11
M113A1. (Photo courtesy of the Patton Museum) er

312 STANDARD CATALOG OF

MII3AI

S. MILITARY VEHICLES

ly adapted through the installation of a 6V53 Detroit Die:

wit Loe

sel engine, becoming the

ARMORED PERSONNEL CARRIERS

The M113A1E1 introduced many features made standard on later models. The M113A1E1 had great improvements in engine cooling and the suspension

Like the M113, the M113A1 was equipped with a pintle-mounted .50-caliber machine gun. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 313

ARMORED PERSONNEL CARRIERS

to the driver's right. The driver was provided with four
M17 periscopes, and his hatch had provision for an M19
infrared periscope as well. The commander's station is
behind the driver and engine, and he had a cupola
equipped with five M17 periscopes and an M2 HB
machine gun. There were provisions for 11 passengers to
ride in the carrier.

An unusual feature of the M113 was_ the
hydraulically tensioned track. The M113 was
amphibious, being propelled in the water by its tracks,
but there was only 14 in. of freeboard when the vehicle
was in the water.

A Chrysler 75M V-8 engine driving through an
ALLISON TX200-2 transmission powered the M113.
There were 4,974 M113s built for the U.S Armed Forces,
and 9,839 supplied to other countries.

M113A1

The ink was hardly dry on the initial production
contracts for the M113 when work began on a diesel-
powered version. After trials of various versions, a

While in this basic form the M113A2 looked much like its pred
traditional internal ones. (U.S. Army photo) Predecessor,

314 STANDARD CATALOG OF U.S. MILITARY VEHICLES

it had the capability to use rear-

version powered by the General Motors 6V53 V-6 diesel
engine was standardized as M113A1 in May 1963. The
V-6 diesel’s power was transmitted to the track through
an Allison TX-100 automatic transmission and a DS-200
controlled differential.

1 M113A2 |

The M113A2 was a result of the quest for even
greater improvements in performance. It had an
improved suspension system, engine-cooling system,
and there was an added provision for external fuel tanks
rather than the traditional interior tanks. The new fuel
system used identical dual armored tanks mounted on
either side of the door, which increased the vehicle length
by 17 in. and its weight by 900 Ibs.

The power train was upgraded with the addition of a
turbo-supercharger to the engine, and the replacement
of the TX-100 and DS-200 with an Allison X200-3 cross
drive transmission. With the cross drive transmission,
the steering levers of previous models were replaced with
a steering wheel and brake pedal.

mounted external fuel tanks instead of the

ARMORED PERSONNEL CARRIERS

ie xses wrres orn
ae ee Re
route

The M132A1 self-propelled flame thrower was one of the most fearsome weapons ever mounted on the M113 platform. Not visible is the 7.62 coaxial

mounted machine gun. (U.S. Army photo)

Pe See ma)

vine M1 ibs was been fitted with the P-900 applique armor kit, resulting in the first truly noticeable change to the vehicle’s form since its inception.
my photo}

STANDARD CATALOG OF U.S. MILITARY VEHICLES $315

ARMORED PERSONNEL CARRIERS

1M113A3 | M106 107mm Self-Propelled Mortar

The M113A3 further improved upon the platform. The M106 was essentially an M113 with a round roof
The X200-3 transmission was replaced by the X200-4, hatch through which the rear-firing mortar, which was
and the external fuel tanks, an option on the M113A2, mounted below on a 90-degree traversing mechanism,
became standard on the M113A3. The M113A3 could be _ fired. A base plate for the mortar was stowed on the rear
equipped with the P-900 armor kit for greater protection. outer left side of the hull, allowing the weapon to be

te
{a

AMMUNITION
é RACK
MM “~ 4X
BIPOD ; | Bana
Ua ASSEMBLY

TELEPOS)

81-MM MORTAR
MOUNT AND TURNTABL

~~
|. .
The interior arrangement of the 81mm mortar-armed M125 is shown i _ = .
oe erly like the M106. (U.S. Army photo) m in this technical manual illustration. The M125 did not carry the mortar base plates

316 STANDARD CATALOG OF U.S. MILITARY VEHICLES

removed from the vehicle and fired.

Procurement of the Chrysler gas-powered M106
began even before the type had been standardized. Of
the 860 units FMC built, 589 went to U.S. forces. The
balance headed overseas.

M106A1 107mm Self-Propelled Mortar

When the base M113 vehicles changed from
gasoline-driven units to diesel-powered machines, so did
the mortar carrier, becoming the M106A1. The U.S.
military received 982 of these, with a further 334
provided for overseas sales.

M106A2 107mm Self-Propelled Mortar

When the M113 was again upgraded, becoming the
M113A2, the M106 followed suit, getting the same
upgrades and becoming the M106A2.

a ee

ARMORED PERSONNEL CARRIERS

The M125A1 was essentially the same vehicle as the
M106A1, but was armed with an 81mm mortar instead
of the 107mm mortar. The smaller mortar was able to
traverse a full 360 degrees, rather than the 90 degrees of
the 107.

M125A2 81mm Self-Propelled Mortar

Like the M106, the M125 was again upgraded along
with the M113A2, getting the same upgrades and
becoming the M125A2.

M577

The need for a mobile command post was so great
that limited production of the M577 was scheduled even
before the first prototype had been delivered. From

The 107mm mortar of the M106-series mortar carriers could be dismounted from the vehicle and, using the base plate assembly secured to the side of

the hull, be fired from a fixed position. This allowed the vehicle to be used for other pur,
open. Mortar rounds can be seen stowed in the ammunition racks inside the vehicle. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

ses. This M106A2 is in firing position with the roof hatches

317

ARMORED PERSONNEL CARRIERS

The additional height of the M577 is evident here. The welded seam indicates where the roof would be on a normal M113. Bows and posts that support
the tent are stowed on the back of the command post. (Photo courtesy of the Patton Museum)

USARMY S| @- CURD Een

rt ae — 18

\ ; Co

%.\

X\ \

\ cuncuan aE
on

vv YF ~

A
sn ~<a
Me ee

The auxiliary generator, which powered the electronic gear of the command post, can be seen on the Gprier

Patton Museum) hull of the XM577. (Photo courtesy of the

318 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ARMORED PERSONNEL CARRIERS

The tent added considerable space to the command post of the M577, but that space was not protected by armor. (Photo courtesy of the Patton Museum)

(20x 33

oh Gee a ee ee a Py ie

The XM163 Vulcan Air Defense System, with its six-barreled Gatling gun, was capable of delivering tremendous firepower against air or ground targets.
(U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 319

ARMORED PERSONNEL CARRIERS

December 1962 through May 1963, 270 M577s were
produced by FMC. In November 1963, production began
on the M577 and continued into 1964, with 674 being
delivered.

The M577 was basically an M113 with the personnel
compartment roof raised 25 1/4 in. so the average
service man was able to stand upright inside. The M577
did not have the commander's seat and cupola in the
crew compartment like the M113. Instead, the
commander had a simple folding hatch. Two 60-gallon
tanks replaced the single 80-gallon tank used on the
M113, with one mounted on each side of the interior to
support a folding table.

The M577 had a heater for the crew compartment,
interior lights, interior blackout lights, and a large tent
that could be attached to the rear of the vehicle to
provide more floor space. Radios were mounted on the
left and front walls of the crew compartment. The M577
carried a dis-mountable 28-volt generator to power all its
electrical equipment.

The M901 TOW missile launcher was designed to
additional 10 stowed in the hull. (U.S. Army photo)

320 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Like the rest of the M113 family of vehicles, the M577
was upgraded to diesel power in the early 1960s,
becoming the M577A1.

M577A2

When the M113A2 was introduced, the M577A1
followed suit, becoming the M577A2. Not only were new
vehicles produced, but when older units were overhauled
they were upgraded to the new standard as well.

Wteyae:s}

When the RISE power package was created for the
M113 family, the M577A2s were upgraded again,
becoming M577A3s. In addition to the more powerful
engine, the gasoline-driven auxiliary generator of the
earlier models was replaced with a slightly larger diesel-
powered unit.

The M1068 was a modified version of the M577A2.
Known as the Standard Integrated Command Post
System, it transported the Army Tactical Command and
Control System. A new tent was created for this vehicle,
which was illuminated. The auxiliary generator for this
unit was a 5-kilowatt diesel-powered unit. M1068A3 was
the designation given to the M1068 when modified by the
installation of the RISE power pack.

M901 TOW Missile Launcher

The TOW (tube launched, optically tracked, wire
guided) missile is one of the most effective anti-tank
weapons in the U.S. arsenal, and the M113 family was
the basis for a carrier for this weapon system. Emerson
Electric Company developed the vehicle that became the
M901. Known as the “Hammerhead,” it had 10 TOW
missiles stored in the hull, and two more transported in
the launcher itself.

When upgraded to accommodate the TOW 2 and
TOW 2A missiles, the vehicle classification was changed
to M901A1. When the RISE power pack was installed,
the vehicle became M901A3.

ARMORED PERSONNEL CARRIERS

The Fire Support Team Vehicle (FIST-V) is designed
to provide artillery support to mechanized infantry and
armor units. Based on the M113A2, the FIST-V
incorporated many components of the M901. In addition
to the Emerson Electric TOW missile launcher, the M981
is armed with a 7.62mm machine gun in the
commander's cupola. With the RISE power pack
installed, the M981 is known as the M981A2.

M132/M132Al1 Flame Thrower

The effectiveness of the flamethrower as a weapon
against enemy emplacements is unquestioned. No doubt
this was a factor in the desire to mount the E31R1 fuel
and pressure unit in the body of an M113 carrier. The
E36R1 flame gun dispensed the flame. This combination
was standardized as the M10-8 flamethrower, and when
mounted in the M113 chassis it became the M132 self-
propelled flamethrower. With the standardization of the
diesel-powered personnel carrier M113A1, the M132 also
became diesel powered, and this version was known as
the M132A1.

The M981 FIST-V was a more advanced TOW launcher. Its shape was different from the earlier M901. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

321

ARMORED PERSONNEL CARRIERS

The M163 20mm self-propelled antiaircraft artillery
gun resulted from the marriage of the M113A1 personnel
carrier and the Air Force Vulcan 20mm Gatling gun. The
electrically driven gun can fire up to 3,000 rounds per
minute. The M113Al was modified with the addition
with a lock-up suspension to stabilize the vehicle,
becoming the M741. The weapon installation consisted
of the M168 20mm gun, M157 gun mount, automatic
lead computing sight M61, and AN/VPS-2 radar set.
Modifications to the gun mount changed its designation
to M157A1, and caused the weapon system to be re-
designated M163A1. Improvements to the engine cooling
changed the base vehicle designation to M741A1.

The M168 is capable of firing 3,000 rounds per
minute, and the vehicle only carried 1031 rounds. To
conserve ammunition, there was a low firing rate, which
could be selected by the operator. At the low rate the
weapon fired “only” 1,000 rounds per minute. At the high
rate setting ammunition consumption was limited by the
weapon system. Bursts could be fired only in groups of
10, 30, 60, or 100 rounds.

XM734

The XM734 was the Army's attempt to create an
infantry fighting vehicle out of the M113 family. The
XM734 had vision blocks and firing ports installed in the
sides and rear of the vehicle. The old fuel tank was
removed, and a new 100-gallon tank installed on the
vehicle centerline. This fuel tank served as the base for
the new seats for 12 troopers. The M113 cupola was
removed and replaced it with an M74c cupola equipped
with twin .30-caliber machine guns. Very few of these
vehicles were built.

This XM734 was photographed in Vietnam. The vision blocks and pistol
ports characteristic of this model are plainly visible. (Photo courtesy of
the Patton Museum)

322 STANDARD CATALOG

OF U.S. MILITARY VEHICLES

GENERAL DATA

MODEL M113
WEIGHT* 22,615 Ibs.
MAX TOWED LOAD 24,000 Ibs.
LENGTH 191.5
WIDTH 105.75
HEIGHT 98.25
TRACK 85

STD TRACK WIDTH 15

MAX SPEED 40 mph
FUEL CAPY 80 gal
RANGE LAND 200 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 2
TURNING

RADIUS 12 ft. 7 in.

Overall dimensions listed in inches.
“Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT

Chrysler A-710-B
90-degree V-8
361

HORSEPOWER 215 @ 4000 rpm
TORQUE 332 Ibs.-ft.@ 2800 rpm
GOVERNED SPEED (rpm) 3900
VALUES

6 5 4 3 2 1
All models 3,000 6,000 10,000 14,000 19,000 25,000

SCARCITY

Although abundantly produced, current usage has kept this family out of
collectors’ hands

M114 Family

The M114 was intended to be a reconnaissance
vehicle for armored cavalry units. However, its relatively
poor cross-country performance prevented it from being
successful in this role. The major shortcoming was that
its hull extended forward of the tracks, which caused it
to hang up when crossing ditches.

The M114 was lightweight, with its armor being
welded 5083 aluminum alloy. It was fully amphibious,
and air transportable. Water propulsion was provided by
its shrouded tracks. With its low profile, there was only
space for four — the driver, commander, observer, and a
single passenger.

The M114 series was built by Cadillac, and the power
train consisted of a Chevrolet 283 V-8 engine and 305MC
Hydra-Matic transmission. The suspension system had
torsion bars attached to four road wheels on each side.
The band-type tracks were driven by front sprockets,
with tension controlled by the rear idler wheels.

On early models the commander had a cupola with
an externally mounted .50-caliber machine gun. On later
models this was replaced by a turret-type arrangement.
The commander's hatch was on the left side of the hull
roof. The driver was provided a hatch just forward of the
commander's. The observer had a hatch on the right side
of the hull, just behind the commander's position. The
observer was provided with two pedestal mounts for his
-30-caliber machine gun, which was replaced with a
7.62mm M60 machine gun early in -the vehicle's
production. The rear of the hull had a large circular door.

The first 615 vehicles produced in 1962 were
classified as T114. The turret-type machine gun mount
was added to the next 600 units and the classification
changed to T114E1. In 1963, these were reclassified as
M114 and M114A1, respectively, and another 2,495

M114A\1s were produced in 1963 and 1964.
The turret of the M114A1 was intended to mount the

US. ARMY
13B 935

ARMORED PERSONNEL CARRIERS

20mm gun M139, but that weapon was still under
development when the TI114Als and M114Als_ were
produced, resulting in their mounting the. 50-caliber
machine gun. When the 20mm weapon became
available, some were fitted to Mll4s and M114A\s.
Those vehicles were reclassified as M114E2 and
MII14AI1E1.

An M114A1 equipped with a turret mount for the commander’ 's .50-caliber machine gun allowed him to fire the weapon from inside the vehicle. The
original M114 machine gun installation required the commander to expose himself to hostile fire in order to operate the weapon. (U.S. Army photo)

The M114A1E1 packet eohaiderably more re firepower than the standard M114-type vehicle: Its M27 peer was armed with the 20mm ain’ M139, and it

was power operated. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

32¢

ARMORED PERSONNEL CARRIER!

MODEL M114
WEIGHT* 14,749 Ibs.
LENGTH 175.75
WIDTH 91.75
HEIGHT 91.125
TRACK 72.75
MAX SPEED 40 mph
FUEL CAPY 110 gal
RANGE LAND. 300 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 3
TURNING

RADIUS FT. 32

Overall dimensions listed in inches.
“Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL Chevrolet
NUMBER OF CYLINDERS V-8
CUBIC-INCH DISPLACEMENT 283
HORSEPOWER 160 @ 4600 rpm
TORQUE 210 Ibs.-ft. @ 2400 rpm
GOVERNED SPEED (rpm) 4600
VALUES
5 4 3 2 1
All models 6,000 10,000 18,000 24,000 36,000 40,000

The circular rear hatch, unique to the M114 family, is visible in the rear of a tru

red personnel carrier, the M114 was
properly known as the M114 Armored Command and Reconnaissance
Carrier. This November 1962 photo shows the M114 climbing the 60-
percent grade on a test course. (U.S. Army photo)

referred to as an armo

here, while the observer's 7.62mm M60 was turned across the hull. Notice the | tiga he commander's .50-caliber machine gun was trained to the front

can. (Photo courtesy of the Patton Museum)

324 STANDARD C. LOG OF U.S. MILITARY VEHICLES

location of the pioneer tools, and the horizontal Position of the spare fuel

Bradley _

The Bradley family of vehicles consists of three
primary vehicles: the M2 Infantry Fighting Vehicle, the
M3 Cavalry Fighting Vehicle, and the Multiple Launch
Rocket System.

The only differences between the early M2 and M3
vehicles visible to the casual observer is the absence of
side firing ports on the M3. These ports were for use with
the M231 5.56mm Firing Port Weapon, which is a
modified version of the MI16A1 Assault Rifle. It was
planned that six infantrymen plus an operate crew
would fight from inside the M2. The M3, being a
reconnaissance vehicle, housed fewer men.

M2 Bradle

The M2 Bradley had a two-man turret offset to the
right of the centerline. The rear of the vehicle was
equipped with a large rear ramp, which was fitted with
an emergency door in the left side. The troopers were
provided three periscopes positioned between the rear
ramp and the rooftop cargo hatch, and two periscopes on
each side of the hull above the side firing ports. Inside,
there were five stowage racks for TOW missiles.

The Bradley is amphibious after preparation. The
vehicle’s turret houses a 25mm Bushmaster chain gun
with a 7.62mm M240C machine gun mounted coaxially.
On the side of the turret was a two-tube TOW missile
launcher. The vehicle had to be halted before the TOW
missiles could be fired. There were two four-tube smoke
grenade launchers mounted on either side of the turret

ARMORED PERSONNEL CARRIERS

face. The GE 25mm chain gun (so named because it is
chain driven off a 1.5-hp electric motor) could fire single
shots, or at rates of 100 or 200 rounds per minute, as
selected by the gunner. Its dual feed mechanism allowed
the gunner to instantly switch between high-explosive
and armor-piercing ammunition.

The vehicle was powered by a Cummins VTA-903
500-hp diesel engine.

M2A1 Bradley

The M2A1 designation was given to vehicles which
were upgraded to fire the TOW 2 missiles and included a
gas particulate NBC filtration system. The M2A1 also
added space for a seventh infantryman just behind the
center of the turret.

M2A2 Bradley

The M2A2 was a more heavily armored version of the
Bradley. The front-mounted trim vane was replaced with
steel applique armor. The vertical hull sides and bottom
were also better armored, and there were fittings on this
applique armor to allow for the attachment of either
passive or explosive reactive armor tiles. When the armor
tiles were fitted, the vehicle’s weight increased by about
3 tons.

Spaced laminate armor covered the upper run of
track and protected the rear of the hull. Unfortunately,
the hull side firing ports were covered by this new
applique armor. However, the two in the rear ramp were
retained. Kevlar liners were added internally to protect
men inside from splinters. The number of infantrymen
passengers was reduced to six again. The position

The M2 Bradley was well armed with a 25mm Bushmaster chain gun, a 7.62mm coaxial machine gun, and a two-tube TOW missile launcher. There were
two four-tube smoke grenade launchers also mounted on either side of the turret face. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

325

ARMORED PERSONNEL CARRIERS
riba motte. > ery

While the M2 Bradley was to be an infantry fighting vehicle, the similar M3 shown here in M3A2 form was to be a cavalry reconnaissance vehicle. (U.S.
Army photo)

~~ SVE fin
ae —— g- , At F. . 2

a 5 ez x a ce . se. )
While the M2 Bradley resembles a late production M113, it is a much larger and heavi i ial on . = Lue
Neves (ULScArrnyl proto) 9 avier vehicle. The trim vane fitted to early model vehicles can be seen

326 STANDARD CATALOG OF U.S. MILITARY VEHICLES

directly behind the driver in previous models was
deleted, as was that position’s periscope.

The U.S. Army rebuilt many M2s and M2A\s to the
M2A2 standard. After additional testing in 1987, the
internal arrangement was changed again, and the
number of troops carried reverted to seven.

The engine was upgraded to a 600-hp Cummins
VTA-9038T to handle the additional weight.

M2A20DS Bradley

The most recent upgrade to the M2A2 family is the
M2A2O0DS. Improvements included: an eye-safe carbon
dioxide laser rangefinder, global positioning system,
anti-missile countermeasure device, combat
identification system, and thermal viewer for the driver.
This program involved 1423 Bradley vehicles.

ARMORED PERSONNEL CARRIERS

The M2A3 is the most electronically
the Bradley family. Among its electro upgrades are
the 1553 databus, central processing unit, and
information displays for the vehicle commander and
squad leader. These improvements made the M2A3
compatible with the intervehicular communication
systems used by MIA2 Abrams tank and
Apache Longbow helicopter.

The commander's station is equipped with
independent thermal viewer, as well as the Improved
Bradley Acquisition System (IBAS). The IBAS
integrated sight unit that allows automat
adjustments, automatic bore sighting, and tracking of
dual targets. The CITV and integrated sight are both
second-generation FLIR systems. The roof was reinforced

yphisticated of

gun

This M3A2 is conducting a firing trial of its most lethal weapon — the TOW missile launcher. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHIC

ARMORED PERSONNEL CARRIERS

with titanium armor. These vehicles were manufactured
by rebuilding older M2A2 Bradleys.

M3 Bradley

The M3 was basically the same vehicle as the M2,
sans firing ports, and with a different interior
arrangement. The M3 was built to be a cavalry scout
vehicle for Ml Abrams-equipped armored formations.
Instead of being filled with armed troops, its passenger
compartment was occupied by two observers and a scout
motorcycle. The M3 also carries 600 more rounds of
ammunition for the Bushmaster and five more TOW
missiles than the M2. Without the infantry squad, the
firing port weapons, and the firing ports themselves,
were not needed and were eliminated.

M3A1 Bradley

The M3 Bradley received the same improvements as
the M2 did, and when the M2A1 was fielded, so was the
M3A1. The cavalry fighting vehicle included NBC
protection for the entire crew. Four periscopes mounted
in the cargo hatch proper replaced the three periscopes
on the rear deck. The passenger compartment’s two
right-side periscopes were eliminated.

Once again, when the IFV was improved, so was the
cavalry fighting vehicle. Like the M2A2, the M3A2 had
improved armor protection. The observers were
repositioned to the left side of the vehicle’s passenger
compartment, and the missile stowage was relocated.

Like the M2A2, the M3A2 was upgraded after
Operation Desert Storm. An eye-safe carbon dioxide
laser rangefinder, GPS, combat identification system,
missile countermeasure device, and thermal viewer for
the driver were added. The vehicles so updated were
classified as M3A20DS.

The member of the Bradley that packs the biggest punch is the M270 Multi

six 227mm M26 rockets. The M26 rocket has a range of 32 kilometers, and e;

32% STANDARD CATALOG OF U.S. MILITARY VEHICLES

ple Launch Rocket System. It consists of two roc!

Just as it had been earlier, the M3A2 was upgraded
alongside the M2A2. Fitted with the same improvements
installed on the M2A3, the cavalry vehicle became the
M3A3.

M270 MLRS

The chassis of the Bradley was lengthened to form
the basis of the Multiple Launch Rocket System. This
chassis was known as the M993 Multiple Launch Rocket
System carrier. Upon this chassis was mounted the
M270 ground vehicle mounted rocket launcher. The
launcher housed two rocket pods — each loaded with six
227mm M26 rockets. These rockets could be fired one at
a time or in rapid sequence. The M26 rocket has a range
of 32 kilometers, and carries 644 M77 submunitions
each. A three-man crew consisting of driver, gunner, and
section leader served the weapon system.

GENERAL DATA

MODEL M2A3 M3A3
WEIGHT* 64,000 Ibs. 64,000 Ibs.
LENGTH 258 258
WIDTH 129 129
HEIGHT 117 117
TRACK 96 96
STD TRACK WIDTH 21 21
MAX SPEED 38 mph 38 mph
FUEL CAPY 175 gal 175 gal
RANGE LAND 250 mi 250 mi
ELECTRICAL 24 neg 24 neg
TURNING

RADIUS FT pivot pivot

Overall dimensions listed in inches.
*Fighting weight without armor tiles (tiles add (8,000 lbs.)

ENGINE DATA

ENGINE MAKE/MODEL Cummins VTA 903T

NUMBER OF CYLINDERS V-8
CUBIC-INCH DISPLACEMENT 903
HORSEPOWER 600 @ 2600
TORQUE

1,025 Ibs.-ft. @ 2350 rpm

bt, GaP ad
ket pods each loaded with

ach carries 644 M77 submunitions. (U.S. Army Photo)

AMPHIBIOUS LANDING VEHICLES

G-156 LVT(1)

The unusual nomenclature used on these, as well as
similar vehicles, is a result of their procurement under
Navy auspices. The first of these tracked landing
vehicles, designed by Donald Roebling, was the LVT(1),
built by the Food Machinery Corporation (FMC). The

total production of this version of the landing vehicle was
1,225 units.

Early LVT(1)s had three widely spaced windows on
the cab front, whereas later models had the three
windows side by side. A six-cylinder Hercules engine,
driving the tracks through a Spicer transmission
powered the vehicle. There was no tailgate. Entrance
and egress were over the side.

Donald Roebling’s alligator was the first of a long line of successful tracklaying landing vehicles used by U.S. Armed Forces. One of its shortcomings,
however, was its relatively small cargo carrying space for such a large vehicle. In the floor of this LVT(1) is its anchor. (National Archives and Records

Administration photo)

pS ee ee ee Oe ee Oe ee eee ee

TEea

STANDARD CATALOG OF U.S. MILITARY VEHICLES

Steps were cut into the sides of the LVT(1) for personnel to use when entering. (National Archives and Records Administration photo)

Ot :
2 1 ae

329

AMPHIBIOUS LANDING VEHICLES

The major shortcoming of the LVT(1) is shown here. With the engine compartment mounted in the rear, and tracks on the sides, there was no place for

a door. Thus, all cargo, whether human or material, had to go over the sides.

Cumbersome with freight, it was even worse for personnel during assaults,

requiring soldiers to expose themselves to hostile fire to disembark. (National Archives and Records Administration photo)

GENERAL DATA

MODEL LVT(1)
NET WEIGHT 17,300 Ibs.
GROSS WEIGHT 21,800 Ibs.
LENGTH 258
WIDTH 118
HEIGHT 97.5

MAX SPEED LAND 12 mph
MAX SPEED WATER 6.1 mph
FUEL CAPY 80 gal
RANGE LAND 150 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 3

TRACK WIDTH 10.25

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Hercules WXLC3
NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 404
HORSEPOWER 146

VALUES

No reported sales.

SCARCITY

Scarcity 5

G-167 LVT(2)

Landing Vehicle,

The
improvement over the earlier series. It was larger, faster,
heavier, had greater cargo capacity and an improved
suspension. Instead of the Hercules engine of the LVT(1),
the LVT(2), like many tracked vehicles of the time, was

Tracked (2) was an

330 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Graham-Paige, St. Louis Car Co. and Borg-Warner
combined to produce 2963 from 1942 through 1945.

Like the LVT (1), the LVT (2) was unarmored, being
built of mild steel. There was, however, a discontinuous
Tourelle (skate) ring mounted around the cargo
compartment. This allowed the vehicles to be armed with
-30- and .50-caliber machine guns for self-defense.

The cargo compartment had a less-than-ideal layout.
Since there was no tailgate or ramp, entrance was gained
by climbing steps cut into the side of the hull. Cargo had
to be lifted over the sides, and the vehicle’s heavy
driveshaft passed directly through the center of the cargo
area.

These vehicles were used by both the Army and the

aes
The short forward skate rail is cleai
is shown here stowed on the rear o
them along the upper edge of the h
using units tended to obliterate thi

as an aiming point for opposin
Administration photo) rae

rly visible in this photo. The tow cable
f the hull, but some crews repositioned
ull for easier access when at sea. Also,
e large star on the side, feeling it acted
forces. (National Archives and Records

ARMORED PERSONNEL CARRIERS

' G-209'LVT[(4)

The LVT(4) was a tremendous advancement over the

Marines, and quite probably were subject to more
extensive modifications by their crew than any other
vehicle. Virtually no two were alike after having been in
the field.

GENERAL DATA LVT(1) and LVT(2) vehicles. At last the engine was
MODEL LVT2 relocated forward, allowing room for a rear cargo drop
NET WEIGHT 24,400 Ibs. ramp. The manually raised and lowered ramp provided
CSS tae ms a means to get troops out of the vehicle without them
WIDTH 130 having to climb over the side, and also allowed easy
eae LAND of aan transportation of smaller vehicles such as Jeeps and
MAX SPEED WATER 7.5 mph anti-tank guns.
RANGE LAND 150 mi The redesigned vehicle also had a_ substantially
Lean SMISSION 5FIR larger cargo area. Four different cabs were used on the
TRACK WIDTH* 14.25 8,348 LVT(4) vehicles that were produced: a_ basic
Overall dimensions listed in inches. unarmored cab, and three different armored cabs. The
windshield of the earliest armored cab resembled that of
a half-track in function if not form, with an armored
ENGINE MAKE/MODEL Continental W670-9A panel that could be raised to allow direct vision. The next
COS URCH ISIC EASTER Leg version had a -30-caliber ball-mount machine gun for
HORSEPOWER 250 @ 2400 rpm use by the co-driver, while the third version eliminated
TORQUE 584 @ 1800 rpm the moveable armored panel, replacing it with a fixed

VALES

No reported sales

SCARCITY

Scarcity 5

P a ——~ Nn

late
The biggest single improvement on the LVT(4) was its folding rear ramp,
which allowed protected egress of troops carried ashore, the driving on

The LVT (2) shown here is an earl production model, based on the four 1 i i i t lifti
step pockets in the side. Later vehicles had only two per side. The uneven feover the cites US Manes otboxed cargo without litting

height of the machine gun is a result of the discontinuous ring, the short
forward section was mounted higher than the side and rear section.
(National Archives and Records Administration photo)

This was the first of the armored, landing vehicle
tracked. Mechanically, the LVT(A)(2) was a LVT(2), but
the sheet metal of the cab and hull were replaced by
armor. The now armored cab had an escape hatch in
the roof, and like the LVT(2), there were two windows in
the front of the cab. Because of the added weight of the
armor, the cargo capacity was 1000 Ibs. less than the
LVT(2). Only 450 of the LVT(A)(2) were built.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 33]

The engine of the LVT(4) was positioned in the front of the vehicle. Two flexible .50-caliber machine guns are mounted at the front of the cargo bay. On
either side of the cargo area are two flexible .30-caliber machine guns. (U.S. Army photo)

panel with vision blocks. The addition of the ball mount
brought the total of machine guns fitted to five, with all
models having two .50-caliber and two .30-caliber
flexible mounts in the cargo area. The last LVT(4)s
produced had an escape hatch for the driver in the hull
side wall. The LVT(4) was not an armored vehicle, but

separate applique

armor kits could be installed.

GENERAL DATA
MODEL LVT(4)
WEIGHT* 36,400 Ibs.
LENGTH 314
WIDTH 128
HEIGHT 98.5
TRACK 114
STDTRACK WIDTH 14
MAX SPEED LAND = 15 mph
MAX SPEED WATER = 7 mph
FUEL CAPY 140 gal
RANGE LAND 150 mi
RANGE WATER 100 mi
ELECTRICAL 12 neg
TURNING
RADIUS FT 30

Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

SCARCITY

Scarcity 5

G-214 LVT(A)(1)

In order to provide armored support for troops
during the initial stages of a landing, it was necessary for
the U.S. to develop an amphibious tank. The LVT(A)(1)
was the first of these.

It was based on the hull and drive train of the LVT(2),
with the addition of a superstructure supporting a turret
mounting a 37mm gun and coaxial .30-caliber machine
gun. There were also two .30-caliber machine guns in
the superstructure roof that were manned through

oe A total of 509 of these vehicles were built by

GENERAL DATA

*Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

No reported sales

332 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Continental W670-9A
Radial 7 cylinders

668

250 @ 2400 rpm

578 Ibs.-ft. @ 1600 rpm
2400

MODEL LVT(A)(1
WEIGHT NET 28,050 i
GROSS 30,000 Ibs.
LENGTH 313
WIDTH 128
HEIGHT 121

MAX SPEED LAND 25 mph
MAX SPEED WATER 7 mph
RANGE LAND 125 mi
TRANSMISSION

SPEEDS 5F,1R
TRACK WIDTH 14.25

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

VALUES

No reported sales

SCARCITY

Scarcity 5

Continental W670-9A
re

668
250 @ 2400 RPM
584 Ibs.-ft. @ 1800 RPM

AMPHIBIOUS LANDING VEHICLES

new turret was power operated and featured a turret
basket.

MODEL LVT(A)(4) & LVT(A)(5)
WEIGHT 40,000 ibs.
LENGTH 314
WIDTH 128
HEIGHT 122.5
TRACK 114

MAX SPEEDLAND 15 mph
MAX SPEED WATER 7 mph
FUEL CAPY 140 gal
RANGE 150 mi
ELECTRICAL 12 neg
TRANSMISSION

SPEEDS 5
TURNING

RADIUS FT 30

Overall dimensions listed in inches. Measured with main gun facing
Jorward, and antiaircraft machine gun mounted.

VALUES

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT

Continental W670-9A
7 radial
668

Although the turret of the LVT(A)(1) looks very much like the turret of the
M3-series Stuart tank, it was not the same. The LVT(A)(1)’s turret lacked a
bustle, among other differences.

The LVT(A)(1) provided a much-need amphibious tank for use during
Pacific invasions. It was based on the LVT(2), with the addition of a turret.
This vehicle is on display at the Patton Museum, Ft. Knox, Kentucky.

LVT(A)(4) & LVT(A)(5)

The LVT(A)(1) was somewhat successful, proving the
soundness of the concept of the amphibious tank, but it
also showed that the 37mm gun was not up to the task
at hand. The LVT(A)(4) addressed this by mounting a
new turret with a 75mm howitzer. When first produced
in 1944, the turret had a ring mount and a M2 HB
machine gun mounted on it. Later, the ring mount and
M2 were eliminated, replaced by a .30-caliber gun on
each side of the turret.

When power traverse for the turret was added in
April 1945, the vehicle was redesignated LVT(A)(5). The

HORSEPOWER 250 @ 2400 rpm
TORQUE 578 Ibs.-ft. @ 1600 rpm
GOVERNED SPEED (rpm) 2400

VALUES

No reported sales

SCARCITY

Scarcity 5

oe bet 2 Ne a
The rear of the hull of the LVT(A)(4) was plain, except for the pintle
hook and exhaust stacks. (U.S. Army photo)

The 75mm howitzer that armed the LVT(A)(4) seems to be aimed at the
cameraman in this photograph. The driver's vision port is open, as are the
hatches. (U.S. Army photo)

STAN

RD CATALOG OF U.S. MILITARY VEHICLES

be $2 ¥2 J

DING VEHICLES

AMPHIBIOUS I

The LVT(A)(5) provided much-needed mobile fire support during invasions with its howitzer and machine guns able to engage multiple targets
simultaneously. (Photo courtesy of the Patton Museum)

Late LVT(A)(4)s and LVT(A)(5)s had dual .30-caliber air-cooled machine guns. Th : x ‘ ‘ .<
photo) g ese weapons were mounted on either side of the turret. (U.S. Army

334 STANDARD CATALOG OF U.S. MILITARY VEHICLES

AMPHIBIOUS LANDING VEHICLES

—_

fo courtesy of the Patton Museum)

When operating in the water, the LVTs did not have a great deal of freeboard. (Phot

STANDARD CATALOG OF U.S. MILITARY VEHICLES 335

AMPHIBIOUS LANDING VEHICLES

The LVT(A)(4)'s turret had a small bustle, which is visible here. (U.S. Army photo)

336 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The LVTP5 was created to replace the WWIl-era
LVTs. It was developed in 1951 and production began in
August 1952 by the Ingersoll Products Division of Borg-
Warner.

The LVTP5 was much larger than its predecessors.
The front of the hull was of an inverted-V shape that
greatly improved in-water performance. Unlike the
earlier LVT, the LVTP5 had its tracks mounted low on the
hull much like a tank, rather than the all-round track
design used previously. The upper return run of track
was via an internal return channel. The V-shaped bow
could be lowered to form a ramp for loading and
unloading cargo and up to 34 infantry troops (25 for
water operation). An additional large hatch and two
smaller ones over the passenger compartment provided
alternate means of loading and unloading.

The crew and passenger compartment was at the
front of the vehicle, with the driver's position at the front

OR wee | 7") /

AMPHIBIOUS LANDING VEHICLES

above the left track channel. On the opposite side was
the vehicle commander's station. A machine gun cupola
was available and could be installed at the front of the
vehicle between the driver's and commander's hatches.
The engine was located at the rear of the vehicle and two
more small roof hatches provided access to the engine
compartment.

The LVTP5 vehicle tracks were made with inverted
grousers in order to propel the vehicle while it was in
water. These grousers also served as center guide teeth
for the track. The road wheels on the LVTP5 were
mounted in pairs, with the center guide teeth running
between them. This arrangement meant that each LVTP5
used 36 road wheels per track, One wheel of each pair
was of conventional design, with a solid rubber tire
mounted on a metal wheel. Under normal conditions, the
rubber tire bore the weight of the vehicle. The other
wheel was steel-rimmed and absorbed shock loads and
heavy loads

Improvements were made to the LVTP5’s engine air
intake and exhaust system, which resulted in the new

This LVTP5 has been equipped with the .30-caliber machine gun turret on the top. Among the improvements of the LVTP5 was its totally enclosed cargo

and personnel compartment. (Photo courtesy of the Patton Museum)

STANDARD CAT.

ALOG OF U.S. MILITARY VEHICI

337

AMPHIBIOUS LANDING VEHICLES

classification of LVTP5A1. Externally, the two models
can be differentiated by the Al's large housing on the
vehicle's rear roof above the engine.

The LVTH6 was the fire support version of the LVTP5
landing vehicle. The hulls of both types of vehicles were
identical, but the LVTH6 had a turret armed with a

105mm howitzer. The turret was installed over the cargo
compartment in the area where the LVTP5’s upper cargo
hatches were located. The vehicle commander, gunner,
and loader were located in the turret, which was
equipped with power traverse and main gun elevation.
There were two hatches in the turret — one for the
commander and one for the loader.

The LVTH6 provided amphibious troops with needed artillery support. A .30-caliber machine gun was ited: i
turret. (Photo courtesy of the Patton Museum) g mounted:coaxially with the 105mm howitzer in the

a Mar

“(4
2 ‘ :
Although initially developed by Ingersoll, the LVTP5 vehicles were also produced by FM r
Car Company. Production by all builders totaled 1,123 vehicles. (Photo courtesy ot She Patton Gone Foun:

2 ee a

dry, Baldwin-Lima-Hamilton, and St. Louis

338 STANDARD CATALOG OF U.S. MILITARY VEHICLES

AMPHIBIOUS LANDING VEHICLES

As with the LTP5, the LVTH6s engine air intake and LVTRI

exhaust systems were modified, and the vehicles became 5 Emien | eee! ak QnA Be fy a ?
LVTHGA1s. The LVTR1 was developed in 1954 to act as the

recovery and maintenance variant of the LVTPS5 family.
Equipment for this role included a 60,000-lb. drag

This LVTE1 photo helps illustrate the size of this entire family of vehicles. The tractor towing it is an M123-series 10-ton truck — itself a very large
machine. (U.S. Army photo)

enon. eS PPR

. « a ae Te
r £ “s = 3 -~ ‘4 wn _

The LVTH6 was provided with cial for 151 rounds of 105mm howitzer ammunition. One of the stowage racks is visible in this view of the vehicle

front with the ramp down. When the

i ) THE was operating in water, the ammunition carried was reduced to 100 rounds. (Photo courtesy of the Patton
juseum

STANDARD CATALOG OF U.S. MILITARY VEHICLES 339

AMPHIBIOUS LANDING VEHICLES
- bs We, ee mes

The distinctive mine plow of the LVTE1 certainly gives the vehicle a menacing look (U.S. Army photo)

winch. A separate hoist winch, a five CFM air
compressor, and a General Electric welder were installed
in the cargo compartment. The welder could also be used
as a battery charger to slave start other vehicles.

The drag winch was powered by a Willys four-
cylinder 48-hp MD engine of the type used in the M38A1
quarter-ton Jeep. This engine was also mounted in the
cargo compartment. A boom was mounted on the front of
the vehicle that could be erected and used for ordnance
maintenance and materials handling. The crew chief
acted as the crane operator. The boom had a capacity of
8,000 lbs. when used with a single line, or 14,000 Ibs.
when rigged with a two-part line.

Once again, modifications were made to the engine's

is a ba me. »~

The rear of this entire family of vehicles was rather plain. There was a
ach hata stowed on the rear plate, and four taillights mounted high on
the

icle. (Photo courtesy of the Patton Museum)

340 STANDARD CATALOG OF U.S. MILITARY VEHICLES

air intake and exhaust system, making the vehicle the
LVTRIAIL.

LVTE1

Like many families of tactical vehicles, the LVTP5
family had an engineer version, known as the LVTE1. It
was easily distinguished by its large, toothed, V-shaped
excavator blade was mounted on the front of the vehicle.
This blade could be lowered to the ground and used to
clear a 12-ft.-wide path through a minefield. Buoyancy
tanks filled with plastic foam were fitted to the rear of the
blade. This allowed the LVTE1 to maintain level trim in
the water in spite of the large appendage.

Inside the cargo compartment were two pallets that
could be hydraulically raised through the overhead
hatches. These pallets each carried a rocket-propelled
line charge used to clear a path through mine fields.
Once fired, the used line charge pallet was ejected over
the right side of the hull. Like some of the LVTP5s, the
LVTE1 mounted a machine gun cupola between the
commander and driver positions.

Late-production LVTE1s were powered by the same
Continental AVI-1790-8 12-cylinder, fuel-injected
gasoline engines found on the M48A2 tank.

The U.S. Marine Corps was the biggest user of this

family of vehicles, although the U.S. Army also had some
examples.

GENERAL DATA

MODEL LVTPS
WEIGHT 87,780 Ibs.
LENGTH 356
WIDTH 140.5

HEIGHT 103
TRACK 114
MAX SPEED LAND 30 mph
WATER 6.8 mph
FUEL CAPY 456 gal
RANGE 190 mi

*Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

VALUES

No reported sales

SCARCITY

Scarcity 5

Continental LV-1790-1
12 90-degree V

1,790

704 @ 2800 rpm

1,440 Ibs-ft. @ 2000 rpm

In the summer of 1967, the first of the prototypes of
the LVTP7 was completed by FMC. Like its predecessor
the LVTP5S, the LVTP7 was a fully enclosed vehicle.
However, it was a very different shape and design. The
drive sprocket was at the front, and the ramp at the rear.
This was the opposite layout of the LVTP5. Rather than
using the tracks for propulsion in the water, the LVTP7
used a water jet on either side of the vehicle.

The driver and infantry troop commander were both
provided with cupolas on the left side of the hull, while
the vehicle commander had his own weapon station on
the right side of the hull that was armed with a M139
20mm gun and a coaxial 7.62 machine gun. The
assistant driver's position was behind the infantry troop
commander. Roof hatches to provide overhead access to
the cargo compartment. As a result of a program that not
only came in on time, but below the cost estimates, the
Marines began issuing the LVTP7 in 1972.

In the early 1980s, a service life extension program
(SLEP) was instituted to improve the reliability,
communications, and safety of the LVTP7. The GM
8V58T engine, used in the original version, was replaced
with the Cummins VT400 diesel engine with an FMC HS-
400-3A1 transmission. The hydraulic systems that
powered the weapons were replaced by electric motors,
which eliminated the danger of hydraulic fluid fires.
Improvements were made to the suspension and shock
absorbers and the fuel tank improved. A fuel-burning

AMPHIBIOUS LANDING VEHICLES

smoke generator system was added to the vehicles, and
eight smoke grenade launchers were mounted around
the weapons station. The headlight recesses were round
on these vehicles, compared to the square recess used
previously. FMC converted 853 of the old vehicles to the
new standard in addition to building 333 new ones.

Inside, an improved instrument panel was installed,
as was a night vision device and a new ventilation
system. Originally designated the LVTP7A1, the vehicle
was changed by the Marines in 1984 to the AAVP7A1.
About that time the original weapon station was replaced
with a new system from Cadillac Gage that was armed
with both a .50-caliber machine gun and a 40mm
automatic grenade launcher.

GENERAL DATA

MODEL AAV7A1
WEIGHT 56,552 Ibs.
LENGTH 321.3
WIDTH 128.7
HEIGHT 130.5
MAX SPEED LAND —.30 mph
MAX SPEED WATER 6 mph
FUEL CAPY 171 gal
RANGE 300 mi

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT

VALUES

Current use

Cummins VT400
8 90-degree V
903

SCARCITY

Current use

Part of the latest upgrades to the LVTP includes a provision for applique
armor, as seen in this photo. (Photo courtesy United Defense, LP)

STANDARD CATALOG OF U.S

ILITARY VEHICLES

341

,ARRIERS

asel

G-154 M28 Ww

In May of 1942, the Studebaker Corporation of South
Bend, Indiana, was contracted to create a vehicle for use
by the proposed Special Service Force. Just two months
later, shrouded in great secrecy, the first test of the
resulting Studebaker Weasel, in the form of the T-15,

The rack on the right side of the M28 was for stowing the crew's skis. The
soft-top cab enclosure was no doubt welcomed by crews operating the
M28 in cold weather. (Photo courtesy of the Patton Museum)

342 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The Weasel was originally conceived as a snow vehicle, and many were camouflage-painted accordingly. (Photo courtesy of the P;
: je Patton M

was performed on a glacier near Mt. Columbia in British
Columbia, Canada.

After trying a variety of tracks, and changes in other
details, the T-15 was reclassified as the M28 Weasel. Its
engine was modified and borrowed from a Studebaker
Champion. To supply power for radio equipment, the
vehicle had a 12-volt electrical system. It's three-speed
transmission is coupled to a two-speed steering
differential.

The unusual canted road wheels that were characteristic of the M28
Weasel can be clearly seen on this example, owned and restored by the
Military Vehicle Preservation Group of Spooner, Wisconsin.

luseum)

The M28 had two seats with the engine mounted
backward in the rear of the vehicle. The drive sprockets
and steering differential were mounted at the front of the
vehicle. Eight road wheels were mounted on two springs
on each side of the vehicle. These road wheels were
mounted with a distinct inward cant at the bottom.

In 1943 the M28 was dropped in favor of the M29.

GENERAL DATA

MODEL M28
WEIGHT GROSS 4,600 Ibs.
LENGTH 128
WIDTH 60
HEIGHT 67
STD TRACK WIDTH 18
MAX SPEED 30 mph
FUEL CAPY 25 gal
RANGE 155 mi
ELECTRICAL 12 neg
TRANSMISSION

SPEEDS 3
AXLE/TRANSMISSION
SPEEDS 2

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Studebaker Champion
NUMBER OF CYLINDERS 6
CUBIC INCH DISPLACEMENT 169.6

HORSEPOWER 65 @ 3600 rpm
TORQUE 130 Ibs.-ft. @ 1800 rpm
GOVERNED SPEED (rpm) Not governed
VALUES
6 5 4 3 2 1

M28 1,000 4,000 7,000 9,500 12,000 14,500
SCARCITY

Scarcity 4

G-179 M29 & M29C_ Weasel

The M29 was a tremendous improvement over its
predecessor, the M28. Essentially the same Studebaker
Champion engine was used, but with the conventional
automotive layout. The engine was mounted in front,
with the transmission attached to it. A driveshaft
transmitted the power to the rear sieering differential.

Seating was increased from two to four, the tracks

The M29’s drive sprocket was at the rear of the vehicle, and the engine in
front. A spotlight was just forward of the windshield. (U.S. Army photo)

-ARRIERS

had an improved design, and the number of road wheels
was doubled. The suspension system was vastly
improved as well.

The tracks were further improved in mid-production
when their width was increased from

15 to 20 in.

The M29’s instrument panel is visible to the right of the driver’s seat. Just
above the steering lever is the tiller mounted on the dashboard, and at the
far right in the open engine compartment is the generator and carburetor
mounted on the engine. (U.S. Army photo)

sh =. =p = =
The purpose of the flotation tanks is shown in this photograph of an M29C
undergoing testing at the General Motors Proving Ground in September
1944. Extensive testing of the Studebaker-built Weasel was done here,
while vehicles of many manufacturers, including GM, were tested at the
equally impressive Studebaker Proving Ground. (U.S. Army photo)

The Weasel was designed to traverse snow. Vehicles being shipped to
areas with high snowfall amounts were painted in this snow camouflage
scheme. Even the canvas cab cover was camouflage. (U.S. Army photo)

343

STANDARD CATALOG OF U.S. MILITARY VEHICLES

CARRIERS

their flotation tanks and rudders removed in the field,
essentially making them M29s.

The Weasel’s unique abilities kept it in the Army
inventory until the early 1960s.

GENERAL DATA

MODEL M29 M29C
WEIGHT 3,725 Ibs. 4,778 Ibs.
LENGTH 126 192.125
WIDTH 61 67.25
HEIGHT 71 71
TRACK 45 45
STD TRACK WIDTH 15 20
MAX SPEED 36 mph 36 mph
FUEL CAPY 35 gal 35 gal
RANGE 175 mi 175 mi
ELECTRICAL 12 neg 12 neg
TRANSMISSION
SPEEDS 3 3
AXLE/TRANSMISSION
> 2 SPEEDS 2 2

The M29C had flotation tanks added in both front and rear. The front tank TURNING

was fitted with a surf shield, shown folded backwards into the stowed RADIUS FT. 12 12

position in this photograph. This vehicle is missing its track aprons. Querall dimensions listed in inches.

(Photo courtesy of the Patton Museum)

Studebaker built 4,476 of the M29 before switching B2xfeinoputayss

production to the M29C. ENGINE MAKE/MODEL Studebaker Champion
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 170

M29C

HORSEROWER 65 @ 3600 rpm
Adding another dimension to the Weasel’s mobility, TORQU 130 Ibs.-ft. @ 1800 rpm
the M29C was fully amphibious. Floatation cells were GOVERINEDISFEED {tpm} Mongovemned
added to both the front and rear of the vehicle, track VALUES
aprons were installed, and dual rudders were mounted
on the rear. The rudders were controlled by a tiller s 5 4 3 2 1
M29
control operated by the driver. The Weasel was propelled — masc Yo 3800 6000 B00 11-000 13'500
in the water by its tracks, which gave it a top speed of 4
mph in calm water. The M29C was the most abundant of s=#tie¢ue
the Weasels, with 10,647 produced. Many of these had M29 3
M29C 4

i _ .

icle's splash shield is down in this aan (Us Aron oreo The rudders were stowed

The M29C also had rudders mounted on the rear. In this photograph the rudd ave
like this to prevent damage during overland operations. The vehicle udders have been folded u

344. STANDARD CATALOG OF U.S. MILITARY VEHICLES

CARRIERS

a ae : .
This group is undoubtedly a Weasel collector’s dream. This Signal Corps photo of a group of M29Cs was taken at Manila, the Philippines. Some of them
have their surf shields swung up, between the stowed and usable condition, and one has its canvas cab cover fitted. All of them have their pioneer tools
in place, and in the foreground we can see the cover next to the driver's seat. Under that cover is the Studebaker Champion engine. (National Archives
and Records Administration photo)

GENERAL DATA

; MODEL 76
G-245 WW Ae) LO} aK y WEIGHT 12,162 Ibs.
MAX TOWED LOAD _ 6,000 Ibs.
LENGTH 188
The M76 Otter was built to provide the military with WIDTH 98
a lightweight amphibious carrier with a higher load Lal ee
capacity than the Weasel. The Otter had a totally gstpTRack WIDTH 30
enclosed, insulated aluminum body, and space for eight MAX SPEEDLAND 28 mph
passengers plus the two-man crew, or a 3,000-Ib. cargo. ieie cu WATER oat.
There were hatches in the roof, and a pair of doors on the RANGE LAND 460 mi
back for loading and unloading of passenger or cargo, ELECTRICAL 24 neg
The crew was provided with doors on either side. ie en 2
The Otter had a propeller mounted below the pintle TURNING ;
hook for use in the water, and the fuel tanks were RADIUS Pivot

mounted externally. The location of the fuel tanks and
external stowage varied during the production run. They
were centered on the hull side on early vehicles, and
shifted to the rear of the hull sides on late models. All
Otters had a 5,000-lb.-capacity winch mounted in the
rear compartment under a seat.

The Marines used the Otters in limited quantities in
Vietnam.

Overall dimensions listed in inches.

“Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

VALUES

6 5 4
All models 3,000 5,000 9,500
SCARCITY
Scarcity 3

STANDARD CATALOG OF U.S. MILITARY VEHICLES

Continental AOI-268-3A
4 opposed

269

127 @ 3200 rpm

225 lbs.-ft. @ 2600 rpm
3200

3 2
14,000 16,000 20,000

345

CARRIERS

acer

On the driver's side of the M76 was a second fuel tank, as well as a spare tire. The horn and blackout driving light are just forward of the driver’s door.
(Photo courtesy of the Patton Museum)

USA.
7041856 > APP BD No?

TEST OPERATION

“APPS 296

The M76 Otter was not only an unusually shaped vehicle, it had some unusual features as wel
those on passenger cars, and the fuel tanks were mounted externally on the sides of the hullone cent teen heroas nf

pneumatic tires, much like
rear of the body. Also visible are the axe and mattock pioneer tools. (U.S. Army Photo)

@ bulging protrusion at the

34G STANDARD CATALOG OF U.S. MILITARY VEHICLES

G-299 M116) Husky

The Husky was designed by the Pacific Car and
Foundry Company as part of a program to replace the
Weasel. Pacific went on to build four pilot models, and
three pre-production pilots. However, the Blaw-Knox
Company got the contract to build the 197 production
units. The M116 was rated with a load capacity of 1 1/2
tons and was powered by a Chevrolet V8 driving a
Hydra-Matic transmission.

The lightweight welded aluminum hull was topped
with a fiberglass cab, which had two hatches in its roof
for the driver and co-driver to enter. The engine was
positioned behind the driver, with the cooling air coming
from a grill in the roof and exhausting through a grill on
the right side of the vehicle.

All Huskies had a front-mounted winch and were
completely amphibious without preparation. The M116
was propelled through the water by its tracks. A hinged
door in the rear of the hull provided entrance and exit to
the cargo space. The cargo area floor was moveable and
could be raised to provide a flat floor or lowered to
provide troop seats. A canvas cargo cover and bows
could cover the cargo space, or a hard winter top could
be mounted.

ARRIERS

The XM733 was basically an armored version of the
M116. It was open topped and could be fitted with a
variety of weapons. Pacific Car and Foundry produced 93

yas salting
The rear door of the hardtop hinged at the top, folding downward to mate
with the upward folding tailgate integral with the hull. A pintle hook was
provided for towing trailers or sleds. (U.S. Army photo)

The M116 Husky was the answer to the Army’s desire for Bilightwelght amphibious carrier. This vehicle was photographed in the Pacific Car and Foundry

Company plant, and such such details as the front-mount
and sand.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

winch found on all Huskies, and the wide track the provided superb flotation in snow, mud

347

CARRIERS

Baw

th . this vehicle sh
Though not cer ont an M116, but an T116E1 pilot vehicle, this

1ows how the the optional rear hardtop enclosure was fitted to the vehicle. The
hatch in the roof allowed the overhead loading of cargo. (U.S. Army photo)
a

348 STANDARD CATALOG OF U.S. MILITARY VEHICLES

of these for the Marine Corps to use in Southeast Asia
beginning in 1966.

M116A1

Although Pacific Car didn’t get to build the M116s for
the Army, it did get the contracts to build 111 of the
M116A1 for the Navy and Marine Corps.

GENERAL DATA
MODEL M116
WEIGHT* 10,600 Ibs.
LENGTH 188.1
WIDTH 82.1
HEIGHT 79.4
TRACK 58.5
STD TRACK WIDTH 20
MAX SPEED LAND 37 mph
MAX SPEED WATER 4.2 mph
FUEL CAPY 65 gal
RANGE LAND 300 mi
ELECTRICAL 24 neg
TRANSMISSION
SPEEDS 4F
1R
TURNING
RADIUS FT. 8

Overall dimensions listed in inches.
“Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL Chevrolet
NUMBER OF CYLINDERS |.
CUBIC-INCH DISPLACEMENT 283
HORSEPOWER 160 @ 4600 rpm
TORQUE 210 Ibs.-ft. @ 2400 rpm
GOVERNED SPEED (rpm) 4600
VALUES
6 5 4 3 2 1
All models 3,500 8,500 14,000 18,000 22,000 28,000
SCARCITY
Scarcity 4

M548 Carrier Family
i548 |

The M548 carrier was developed to meet a Signal
Corps requirement for a carrier for the AN/MPQ-32
counter-battery radar system. The M548 was built using
automotive components of the M113A1 family of
vehicles. Although the vehicle was not used for the
reason originally conceived, it did fill a variety of rolls. It
was used as an ammunition carrier for the M107, M108,
M109, and M110 self-propelled artillery pieces, as well
as a Lance missile carrier.

The improvements made to the M113A1 that
resulted in the M113A2 were also applied to the M538,
resulting in the M548A1. The M548A1 also had a 1,500-
Ib.-capacity chain hoist added in the cargo compartment
to ease placement of ammunition and cargo.

M548A3
Many of the M548A1s were rebuilt with the 6V53T
turbosupercharged engine and Allison X200-4 cross-

STANDARD CATALOG OF U.S. MILITARY VEHICLES

-ARRIERS

The XM474 Pershing missile carrier was the genesis for the entire family
of vehicles that became the M548 series. With the excellent road system in
Europe, the primary theater of deployment for the Pershing, it was later
decided to transport the missile by truck. The G-852 series of 5-ton 8x8
trucks were developed for this purpose. (U.S. Army photo)

As was the case with most soft-topped M-series vehicles, a hardtop was
available for the M548 that would totally enclose the cab. This preserved
M548, displayed at the lola Vintage Military Vehicle and Gun show in 2002,
is owned by R.A. Schmidt. Some of its cargo bows have been removed.

drive transmission as used in the M113A3. These
changes not only made driver training easier, but also
made the Carrier’s performance equal to that of the
Army’s frontline fighting equipment.

The M667 was built to be a carrier for the Lance
missile system, and was based on the M548 family. Its
cab was much narrower than the full-width cab of the
M548. The M667 had a counterbalanced loading ramp at
the rear, and suspension lockouts to make the vehicle
more stable during the loading and unloading of delicate
missile components. The M667 was the basic vehicle for
the M688 loader/transporter and the M752 launcher.

The M688 was the loader/transporter for the Lance
missile. It was based on the M667 and featured a low-
profile, narrow cab.

M752

The M752 looked very much like the M688, but was
the launcher component of this missile system. The
entire Lance system was declared obsolete and disposed
of in 1992.

349

“ARRIERS

This M667 has been equipped as an M688 loader/transporter for the Lance missile system. It is shown here climbing a vertical wall on a test course in
February 1968. The angle shows its load of two Lance missiles in its cargo bay. FMC built 168 of these for U.S. use, and an additional 163 for foreign
sales. (U.S. Army photo)

a0 Ve
The M548 cargo carrier was fully amphibious, being propelled in water by its skirted track: a 7 3 1s

gun on a ring mount over the cab. Vinyl covers were supplied for both the cargo and Crew areas at here, it could be fitted with an antiaircraft machine
in the front of the hull. (U.S. Army photo) % .-capacity self-recovery winch was inset

350 STANDARD CATALOG OF U.S. MILITARY VEHICLES

-ARRIERS

’ ; =: +
7 a
=
* .
, ert
. Pade dor DY OF. ae a Pines
The M730 Chaparral transported and launched four infrared guided surface-to-air missiles. This one is shown prepared for launch, its cargo bows

removed and stowed on the front of the vehicle, and the blast shield deployed over the cab and engine compartment. (U.S. Army photo)

os amy
f2ase2s7

This M667 is set up as an M752 self-propelled Lance missile launcher. During firing operati
was declared obsolete in 1992. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 35]

SARRIERS
727 Hawk Missile Carrier

The M727 utilized the power train and suspension of MODEL MS48A1
he M548 carg arrier t . ss = ed ith tt WEIGHT* 28,300 Ibs.
the M548 cargo carrier, but it was equipped with the eygty 232
M754 guided missile launcher. It transported and WIDTH 105.75
launched three Hawk surface-to-air missiles. The M501 HeIGETE Ae ae

loader/transporter was used to reload the launcher. stp TRACK WIDTH 15 mph
Blast deflectors were installed to protect the cab and MAX SPEED LAND 35 mph

power train of the vehicle from missile exhaust gases Hi age o

during launching. The vehicle’s suspension was _ ELECTRICAL 24 neg

equipped with a lock system to stabilize it during the TRANSMISSION

loading and launching sequences. These vehicles were SPEEDS Site
acing: and le e-RRauences: sbnes : TURNING

not amphibious. RADIUS FT. 14

Overall dimensions listed in inches.

M730 Chaparral SAM System *Fighting weight

The M730 consisted of a modified M548, upon which [ENGINE DATA. |
was installed the four-rail M54 launch and control SNGIN TDL

system. The Chaparral missile itself had a range of about ENGINE MAKE MODEL & GM 6V53
ile is si 2 i NUMBER OF CYLINDER 6
11 miles. It is sighted optically by the gunner, and USES — CUBIC-INCH DISPLACEMENT 318
an infrared guidance system to home in on its target. HORSEPOWER 212 @ 2800 rpm
Blast shields are provided for the carrier, which the crew TORQUE 492 lbs.-ft. @ 1300 rpm

unfolds prior to launching to protect the cab and engine
from the missile exhaust.

When the engine cooling system was improved on the 6 5 4 3 2 1
M548, it was also improved on the M730, which then All models 2,500 6,500 12,000 15,000 20,000 23,000
became the M730A1. The addition of the RISE power
package and NBC protection caused the classification to
be changed again, this time to M730A2. The front winch Searcity 3
was deleted from the M730A2.

te Re nae a Oe 7 2
This photo of the XM727 Hawk missile launcher taken in February 1965 shows the blast shield that protetien the cab and eh ae (US
gine. (U.S.

352 STANDARD CATALOG OF U.S. MILITARY VEHICLES

GUN MOTOR CARRIAGES

> M7 Priest,

The M7 Priest family of vehicles was designed to
provide armored units with highly mobile organic
artillery support. Mechanically, the initial vehicles were
based on M3 medium tank components, while later
production used M4 Sherman components. The name
was derived from the pulpit-like appearance of the
antiaircraft machine gun ring and mount.

Between April 1942 and August 1943, American
Locomotive Company built 2,814 of these self-propelled
guns. There were at least three variations in the
ammunition stowage of these early vehicles.

Experience in battle showed there was room for
improvement, and between March and October of 1944
American Locomotive (ALCO) built 500 more vehicles,
and Federal Machine and Welder Company built 176.
The most readily visible difference between the early and
late models was the addition of fold-down armor along
the sides and rear of the fighting compartment.

Simultaneously, Pressed Steel Car Company was

This late-production M7 was photographed while on training maneuvers.
models. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

building 826 M7B1 self-propelled guns. The M7B1 was
very similar to the late M7s, but it was based on M4A3
components. Because of this they were grouped as G-
199 vehicles, while the M7 was a G-128 vehicle. Like the
late M7, the M7B1's lower hulls were built of mild-steel

Site res: Ae i iting i
The M7B1 used M4A3 automotive components, while the M7s used M4
components. The M37B1 also improved protection for the gun crew by
increasing armor height in the from of folding flaps — one of which can
be seen here folded down. (Photo courtesy of the Patton Museum)

35¢

GUN MOTOR CARRIAGES

plate, not armor.

To increase the elevation of the howitzer for better
use in the rugged terrain of Korea during the 1950s,
many vehicles were converted to the M7B2
configuration. This was done by raising the gun mount
and machine gun ring. All this resulted in a very
different frontal appearance.

GENERAL DATA

MODEL M7 M7B1
WEIGHT 52,000 Ibs. 50,000 Ibs.
LENGTH 237 247.5
WIDTH 117 113.5
HEIGHT 104 102
TRACK 83 83
STD TRACK WIDTH 16 9/16 16 9/16
CREW 7 VA

MAX SPEED 24 mph 26 mph
FUEL CAPY 176 gal 168 gal
RANGE 85 mi 85 mi
ELECTRICAL 24 neg 24 neg
TRANSMISSION

SPEEDS 5F,1R 5F,1R
TURNING

RADIUS FT. 31 31

The three-piece differential housing that was characteristic of the earliest prod: ii
inspired the M7’s name, Priest. The main gun has been traversed to its rightenoet Meany anges: apis

354 STANDARD CATALOG OF U.S. MILITARY VEHICLES

105mm
1x .50

ARMAMENT MAIN
FLEXIBLE

Overall dimensions listed in inches. Measured with main gun facing

forward, and antiaircraft machine gun mounted.

*Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL Continental R975C1

NUMBER OF CYLINDERS 9 radial

CUBIC-INCH DISPLACEMENT 973

HORSEPOWER 350 @ 2400 rpm
TORQUE 840 Ibs.-ft. @ 1700 rpm

GOVERNED SPEED (rpm) 2400

COMMUNICATION EQUIPMENT: M238 flag set.

6 5 4

3 2 1
All models 7,000 15,000 18,000 25,000 31,000 37,000

SCARCITY

Scarcity 4

5 Pulpit-lik
nts photograph, (US. ay aera machine gun mount that

GUN MOTOR CARRIAGES

The cylinders arranged around the perimeter of the open-topped fighting compartment of the M7 contain 105mm ammunition. In this photo the driver's
vision hatch is open to provide a clear view as the vehicle prepares to tackle the hill climb test at Aberdeen Proving Ground. This is the first vehicle
assembled by American Locomotive Company. (U.S. Army photo)

~™
»

STANDARD CATALOG OF U.S. MILITARY VEHICLES $355

GUN MOTOR CARRIAGES

M10 Tank Destroyer

The M10 Tank Destroyer was based on the
automotive components of the diesel-powered M4A2
Sherman tank. Production of the 4,993 Wolverines ran at
the Fisher Tank Arsenal from September 1942 through
December 1943. The main armament for these vehicles
was the 3-in.-gun M7.

Ford Motor Company produced a similar vehicle,
known as the M10A1, based on the gasoline-powered
M4A3 from October until September 1943. Ford built
1,038 of these. Fisher also built 375 MIOAls and
another 300 without turrets, which were later converted
to the Gun Motor Carriage M36.

Three different versions of turrets were mounted on
the M10 series vehicles. Originally, the turret had no
counterweights on the rear but, due to the imbalance
caused by the gun, it was difficult to rotate the turret
when on a grade. Field units improvised various types of
counterweights in an attempt to overcome this
deficiency. Eventually, new vehicles were factory
equipped with two 1,800-Ib. counterweights attached to
the turret rear to correct this. Later, the rear of the turret
was redesigned and new counterweights were made with
a small amount of storage space in them.

Counter to the usual Army policy, the diesel-powered
M10s were deployed overseas, while the gas-powered
versions were retained in the U.S. for training use.

Later, many of these retained M10s were rebuilt into
M36 Gun Motor Carriages. Eventually, some of the M10s
were rebuilt with 90mm guns, becoming M36B2 Gun

The M10, which was long displayed at the Aberdeen Proving Ground’s “Mile of Tanks,”

removed and placed in storage. (U.S. Army photo)

356 STANDARD CATALOG OF U.S. MILITARY VEHICLES

= a la
The M10 was intended to be a fast vehicle designed to knock out enemy
tanks, but improved German armor meant that an up-gunned vehicle was
required, leading to the M10-based M36. (Photo courtesy of D. Moss)

SS eee RE OS
Two large 1,800-lb. weights were designed to mount on the rear of the
turret of the M10 to correct the weight imbalance problem. This vehicle, on
display at the Patton Museum, has these weights attached. (Photo
courtesy of D. Moss)

was shown in transit mode. The “Mile of Tanks” has since been

The M10 Tank Destroyer was based on the automotive components of the
diesel-powered M4A2 Sherman tank, and the lineage is apparent in the
suspension. The main armament for these vehicles was the 3-in. gun M7.

Motor Carriages. The British rearmed some of their
M10s with a 17-pounder Mk V, yielding a very effective
tank killer that was dubbed the Achilles IIC. None of the
Achilles were used by U.S. forces.

GENERAL DATA

MODEL M10 M10A1
WEIGHT* 65,200 Ibs. 64,000 Ibs.
LENGTH 286.3 286.3
WIDTH 120 120
HEIGHT 114 114
TRACK 83 83
CREW 5 5

MAX SPEED 25 mph 26 mph
FUEL CAPY 165 gal 168 gal
RANGE 200 mi 115 mi
ELECTRICAL 24 neg 24 neg
TRANSMISSION

SPEEDS 5 5
TURNING

RADIUS FEET 31 31
ARMAMENT MAIN

FLEXIBLE 3 in. 3 in.

1x .50 1x .50

Overall dimensions listed in inches. Measure with main gun facing
forward, and antiaircraft machine gun mounted.
*Combat weight

ENGINE DATA M10

ENGINE MAKE/MODEL GMC 6046 or 6046D Diesel
NUMBER OF CYLINDERS 12

CUBIC-INCH DISPLACEMENT 850

HORSEPOWER 375 @ 2100 rpm
TORQUE 855 Ibs.-ft. @ 1300 rpm
GOVERNED SPEED (rpm) 2100

ENGINE DATA M10A1

ENGINE MAKE/MODEL Ford GAA

NUMBER OF CYLINDERS V-8 60 degree
CUBIC-INCH DISPLACEMENT 1,100

HORSEPOWER 450 @ 2600 rpm
TORQUE 950 Ibs.-ft. @ 2100 rpm
GOVERNED SPEED (rpm) 2600

RADIO EQUIPMENT: The M10 was equipped with SCR 610 radio
set, RC99 interphone, and a M238 flag set.

6 5 4 3 2 uJ
All models 7,000 15,000 25,000 35,000 45,000 60,000
SCARCITY
Scarcity 4

STANDARD CATALOG OF U.S.

GUN MOTOR CARRIAGES

M19. Twin 40mm

The M19 was originally designed to provide a highly
mobile medium antiaircraft artillery piece. Cadillac
began production in April 1945, but by war’s end only
300 had been built and production stopped.

The chassis was based on a lengthened M24 light
tank chassis with the engine relocated to just behind the
driver's compartment. At the rear of the vehicle was a
power-operated turret mounting twin Bofors 40mm
antiaircraft cannons. Each clip-fed barrel was able to fire
120 rounds per minute. With only 352 rounds carried by
the M19 itself, and a possible 320 more in the M28
trailer, accurate sighting was imperative. The addition of
a 200-amp auxiliary engine-driven generator and the
relocation of the radio equipment to blisters on the turret
resulted in the new designation M19A1.

The MI9A1 provided antiaircraft defense for the
Army into the 1950s.

GENERAL DATA

MODEL M19 M19A1
WEIGHT 39,000 Ibs. 41,165 Ibs.
LENGTH 228.8 228.8
WIDTH 115 115
HEIGHT 117 117
WIDTH* 80/1 12 80/1 12
TREAD 96 96
TRACK WIDTH 16 16
CREW 6 6

MAX SPEED 30 mph 30 mph
FUEL CAPY 110 gal 110 gal
RANGE 85 mi 100 mi
ELECTRICAL 24 neg 24 neg
HYDRAMATIC.

TRANSMISSION

SPEEDS 4 4
TRANSFER

SPEEDS 2 2
TURNING

RADIUS FT. 23 pivot

The M19 being has the smooth, rounded rshiaps and turret characteristic of
the early vehicles. (Photo courtesy of the Patton Museum)

MILITARY VEHICLES 357

GUN MOTOR CARRIAGES

The blister added to the turret of the M19A1 housed the radio equipment. This equipment was previously located in the hull, but was relocated on the

A1 due to the addition of an auxiliary generator. (U. S. Army photo)

The M19 family's twin 40mm Bofors antiaircraft cannons were also used with devastati r
to the M24 Chaffee is apparent in this April 1949 view of an M19A1. The five road wheel or alae mat enemy infar pedis reser hes pr rachis needs
- (U.S. Army photo)

358 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ARMAMENT 2x 40mm 2x 40mm
Overall dimensions listed in inches.
*Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

2 x Cadillac 44T24
V-8 90-degree

349

110 @ 3400 rpm

240 Ibs.-ft. @ 1200 rpm
Not governed

RADIO EQUIPMENT: The M19 was equipped with the SCR 510 or
AN/VRC-S5. The M19A1 was equipped with the AN/VRC-S, as well as either
the SCR 593, or AN/GRR-5. Those vehicles equipped with the SCR 510
were fitted with the RC99 interphone set with four stations.

All vehicles were equipped with the M238 flag set.

VALUES

6 5 4 3 2 1
All models 5,000 11,000 16,500 27,000 38,000 50,000

SCARCITY

Scarcity 5

The M36 was developed to provide the military with
a better-armed tank destroyer to cope with the
increasingly heavy German armor.

The 3-in. gun of the M10 was not deemed adequate,
so the M36s were equipped with a 90mm originally

wa6 $76

GUN MOTOR CARRIAGES

developed for antiaircraft work. The M36 was basically
an M10AI1 with a new turret to accommodate the larger
weapon.

In November 1943, the Army asked that Fisher
convert 500 of the M10A1s then under construction into
M36 90mm Gun Motor Carriages. Two hundred of the
M1A\s were too far along to convert, but the remaining
300 were converted between April and July of 1944.

Demand for the new M36s was so great that an
additional 500 MIOAls were shipped by the Army
starting in June 1944 to Massey-Harris and converted to
M836 standards using Fisher-built turrets.

The invasion of France proved the superiority of the
M36 over the MIOA1 and prompted Alco to perform 413
conversions.

Fisher built 187 M36B1 Gun Motor Carriages by
placing the M36 turret on the hulls of M4A3 Sherman
tanks, with the necessary changes in ammunition
storage.

Alco’s Canadian subsidiary, Montreal Locomotive

GS yay

The M36 was basically an upgunned M10 Tank Destroyer. The new gun was
a 90mm weapon, and its gun tube seemed disproportionately large for the
chassis. (Photo courtesy of the Patton Museum)

The M36, like the M10, had an open-topped turret. To provide protection against grenades and shrapnel, various metal covers, as shown above, were
tried. The main gun travel lock, hull stowage, and anti-aircraft weapon mount were all standard. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

359

GUN MOTOR CARRIAGES

M36BI
054

te.

The M36B1 was the result of a joining of the M36 turret with the hull of a M4A3 tank. There were 187 of these hybrid vehicles built. (Photo courtesy of

the Patton Museum)

Works, began conversion work on 200 M10A\I1s in May
1945, With no more M10A\1s available for conversion, the
M10 chassis began to be used. The resultant M36B2s
were converted by both Alco and Montreal, with
production totaling 672 and 52, respectively.

GENERAL DATA

MODEL M36 M36B1 M36B2
WEIGHT 61,000 Ibs. 68,000 Ibs. 66,000 Ibs.
LENGTH 294 294.5 294
WIDTH 120 104.5 120
HEIGHT 125.625 104.5 110
TRACK 83 83 91
CREW 5
MAX SPEED 26 mph 26 mph 25 mph
FUEL CAPY 192 gal 168 gal 165 gal
RANGE 155 mi 115 mi 115 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSMISSION
SPEEDS 5 5 5
TURNING
RADIUS FT. 31 31 31
ARMAMENT MAIN
FLEXIBLE 90mm 90mm 90mm
1x .50 1x .50 1x .50

Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

ENGINE DATA

ENGINE MAKE/MODEL Ford GAA
NUMBER OF CYLINDERS V-8 60 degree
CUBIC-INCH DISPLACEMENT 1,100

HORSEPOWER
TORQUE
GOVERNED SPEED (rpm)

450 @ 2600 rpm
950 Ibs.-ft. @ 2100 rpm
2600

RADIO EQUIPMENT: The M36 was equipped with an SCR 610 radio
set, RC99 interphone, and M238 flag set.

360 STANDARD CATALOG OF U.S. MILITARY VEHICLES

VALUES

5 4 3 2 1
15,000 25,000 35,000 45,000 60,000

Scarcity 4

6
All models 7,000

In 1941, development work started on a 155mm self-
propelled gun. The vehicle was based on the M3 Medium
Tank chassis, with the engine relocated forward to a
position just behind the driving compartment. All of the
new vehicles had the three-piece differential housing,

% aa,

Shin,

At the rear of the M12 was a large hydraulically |
the transport position, as shown h ts spade formed ee ena
crew members. As the M12 was intended Be-atehacet wen arene

to be
much consideration was Vat ns well bohieic tie

Protection to the crew. (Photo courtesy of the Patto eu ecwiding armor

Patton Museum)

but it was tilted slightly forward to align it with the
relocated engine. There was a hydraulically operated
spade mounted at the rear, which was lowered during
firing to anchor the vehicle against the recoil. When
retracted into the travelling position it provided a seat for
two of the six crewmen.

A pilot vehicle was built by Rock Island Arsenal, and
after testing and modification, the M12 was placed into

—— =

athe

GUN MOTOR CARRIAGES

production by the Pressed Steel Car Company. The 100-
unit production run came between September 1942 and
March 1943. Though a few M12s were used by training
units, most were placed in storage until February 1944,
when the first of 74 of them were shipped to Baldwin
Locomotive Works to be improved based on further tests
and usage in training. This work continued until May
1944.

The massive 155mm field piece filled the hull of the M12, allowing only 10 rounds of ammunition to be carried. Each M12 had an M30 ammunition carrier
supplied with it to transport additional ammunition. The M30 was essentially a M12 sans main weapon. (Photo courtesy of the Patton Museum)

The M12 was the Army's first successful attempt at a 155mm self-propelled gun. The chassis was based on that of the M3 medium tank, with some
modifications. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICL

361

GUN MOTOR CARRIAGES

Three slightly different WWI surplus weapons were
mounted, depending upon availability: the M1917, the { ‘
M1917A1, and the M1918M1. The M1917 was French “Fighting weight.

built, the M1918 was U.S. built, and the M1917Al had ByrrennypomayN
the French gun tube with the U.S. breech.

Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

ENGINE MAKE/MODEL Continental R975C1

RAL NUMBER OF CYLINDERS 9 radial
GENE DA’ CUBIC-INCH DISPLACEMENT 973
MODEL M12 HORSEPOWER 350 @ 2400 rpm
WEIGHT" 59,000 Ibs. TORQUE 840 Ibs.-ft. @ 1700 rpm
LENGTH 266.5 GOVERNED SPEED (rpm) 2400
WIDTH 105.3
HEIGHT 113.5 5
TRACK 83 COMMUNICATION EQUIPMENT: The M12 carried an M113 flag
STD TRACK WIDTH 16 9/16 set.
CREW 6
MAX SPEED 24 mph
FUEL CAPY 200 gal VALUES
RANGE 140 mi
ELECTRICAL 24neg No reported sales

TRANSMISSION

SPEEDS 5F,1R SCARCITY

TURNING
RADIUS FT. 31
ARMAMENT 155mm Scarcity 5

49357

HN WE et

“ <yet - ; 4 ‘ : J Fs
When the M12 was fired, the spade was lowered into the ground to anchor th ii a REGS eS
Musedm) e vehicle against the 155’s tremendous recoil. (Photo courtesy

of the Patton

362 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Wiseisig 79 59.39.09 8S be WS is way

SVN

GUN MOTOR CARRIAGES

As the layout of the M12 was not symmetrical, the right side of the fighting compartment was lower than the left. A large travel lock was provided to

support the gun tube. (Photo courtesy of the Patton Museum)

G-163 M18 Hellcat 90mm

Production of the M18 Hellcat began in June 1943.
At that time the vehicle was known as the T70. It was
reclassified as the M18 in March 1944. Production
continued until October 1944, by which time 2,507 had
been produced by Buick. Units between serial numbers
685 and 1,096 were modified with a different gear ratio.
Those with serial numbers were below 685 were to be
returned to the factory, where 640 of them were rebuilt

A Tat

ap ath) Te ate 5

The M18 was a lightweight, high-speed tank destroyer built by Buick. Its
torsion-bar suspension set the standard for U.S. tracked vehicle
suspensions for years to come. This M18 on display at the Fourth Infantry
Division Museum in Fort Hood, Texas, has a muzzle brake. (The barrel
without one is on an adjacent vehicle).

STANDARD CATALOG OF U.S. MILITARY VEHICLES

as M39 Armored Utility Vehicles.

The open-topped turret was constructed of welded
armor and mounted a 76mm gun. The hull was also
made of welded armor, and housed a driver and
assistant driver, both of whom had controls with which
to drive the vehicle.

The armor of the M18 was very light and could be
penetrated by a .30-caliber machine gun at 75 yards.
The M18's greatest defense was its speed. With a top
speed of 50 mph, the M18 could strike quickly, and
hopefully withdraw before the enemy would be able to
respond. The torsion-bar suspension of the M18
provided a smooth ride, even at high speeds.

natal
Here is another view of the Fourth Infantry’s M18 being repainted. Even 60
years after it was built, the M18 Hell Cat has a modern appearance.

363

GUN MOTOR CARRIAGES

GENERAL DA’

MODEL M18
WEIGHT 37,557 Ibs.
LENGTH 262
WIDTH 113
HEIGHT 101
TREAD 94.625
CREW 5

MAX SPEED 45 mph
FUEL CAPY 170 gal
RANGE 105 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 3F1R
TRANSFER

SPEEDS 1
TURNING

RADIUS FT. 33
ARMAMENT 76mm 1x .50

Overall dimensions listed in inches. Measured with main gun facing
Jorward, and antiaircraft machine gun mounted.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

*Continental R975C4
9 radial

973

400 @ 2400 rpm
TORQUE 940 Ibs.-ft. @ 1700 rpm
GOVERNED SPEED (rpm) 2400

“Serial numbers 1 through 1350 used the Continental R975C1, with
50 less hp and 100 less lbs.-ft. of torque.

RADIO EQUIPMENT: The M18 was fielded with the SCR 610 radio
set in the turret and the RC9Q intercom set with five stations.

VALUES

No reported sales

SCARCITY

Scarcity 5

G-232 M40 & M43

The success of the M12 155mm self-propelled gun
sparked a desire for more of this type weapon. However,
supplies of the WWI surplus rifles were exhausted, and
the only available gun type was the 155mm M1. The M1
was more powerful than the M1917 — probably too
powerful for the M12 chassis.

A new chassis was designed based on late model
Sherman components, including the horizontal volute
suspension system. The hull was wider than that used
by the tank, so adapters were cast to extend the width of
the differential housing.

The vehicle was designated T83 during testing, and
production began by Pressed Steel Car Company in
February 1945, even before the vehicle had been
standardized as 155mm Gun Motor Carriage M40, which
occurred in May 1945. Production of the T83/M40
totaled 418 pieces.

The 8-in. howitzer M1 was trial mounted on this

3G4 STANDARD CATALOG OF U.S. MILITARY VEHICLES

chassis very early in the development, with satisfactory
results. These vehicles were referred to as T89 Howitzer
Motor Carriages until standardized as M43 in November
1945. The T89 was designed to be readily convertible to
a 155mm Gun Motor Carriage, with a reversible travel

The 155mm gun of the M40 fired a 95-lb. shell 25,175 yards. As this M40
on display at the Patton Museum shows, the long tube of the 155 extended
well past the end of the vehicle's hull.

ee — re Re

The M43 was essentially the same vehicle as the M40, but mou
i h inted an
in. howitzer. The howitzer fired a 240-Ib. projectile, and had a range of 105

miles. The barrel of the howitzer
exterid Beyond the hion was substantially shorter and did not

The M43 on display at t! =e
the G-232 vehiat y at the First Calva

Prevent the carriages from moving when inn recoil spade to

les were equipped winuseum, Fort Hood, Texas, shows

lock and ammo racks able to handle either shell. Pressed
Steel's original order was for 576 pieces, but when the
war ended only 24 had been produced, and a further 24
were converted from M40 155mm Gun Motor Carriages.
Because they were built so late in WWII, only one of each
type actually saw use in combat in that war, although
they were to see much more extensive use in later
conflicts.

GENERAL DATA

MODEL M40 M43
WEIGHT 81,000 Ibs. 80,000 Ibs.
LENGTH 357 289
WIDTH 124 124
HEIGHT 129.75 129.75
TRACK 101 101
STD TRACK WIDTH 23 23
CREW 8 8

MAX SPEED 24 mph 24 mph
FUEL CAPY 215 gal 54 gal
RANGE 107 mi 107 mi
ELECTRICAL 24 neg 24 neg
TRANSMISSION

SPEEDS 5 5

eR 15 ee eT

mare erst

GUN MOTOR CARRIAGES

TURNING
RADIUS FT. 41.5 41.5
ARMAMENT 155mm 8 in.

Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL* Continental R975C4

NUMBER OF CYLINDERS 9 radial

CUBIC-INCH DISPLACEMENT 973

HORSEPOWER 400 @ 2400 rpm
TORQUE 940 Ibs.-ft. @ 1700 rpm

GOVERNED SPEED (rpm) 2400

RADIO EQUIPMENT: There were two possible radio combinations
mounted in these vehicles. One was a SCR 610 set with RC99 interphone,
the other was the SCR 608B with integral interphone.

VALUES

No reported sales

SCARCITY

Scarcity 5

The G-232 vehicles were based on components of the late-production M4 tank. They used the R975 engine, and as can be seen here, and the later

horizontal volute suspension system. Like its predecessor, the M12, it had an open-topped fighting compartment. (U.S. Army photo).

STANDARD C.

LOG OF U.S. MILITARY VEHICLES 365

GUN MOTOR CARRIAGES

the M41 came during the Korean war. The motor carriage

was based on the slightly lengthened chassis of the M24

light tank, which utilized the proven twin Cadillac

engines. The main gun was the 155 mm howitzer M1,
Massey Harris produced only 85 of the 155mm and it was provided with an elevation range of +45 to -5

Howitzer Motor Carriage M41 before the order was degrees.

cancelled due to the war ending. The first combat use of 7

A spade was provided at the rear of the chassis to anchor the howitzer against recoil. Only 95 of these were 0
was cancelled. (Photo courtesy of the Patton Museum) : Broguced Before. Wii sided and eo

le
Ir

ef
se

Base

The M41 was based on the components of the M24 light tank. This parentage 7 aaperent eine _ a

(Photo courtesy of the Patton Museum) lew showing the suspension and glacis plate.

36G STANDARD CATALOG OF U.S. MILITARY VEHICLES

GUN MOTOR CARRIAGES

GENERAL DATA we
owe G-238 M37_105
WEIGHT 42,500 Ibs. ¢ beebout
LENGTH 230
Or ae The G-238 series was the M37 105mm Howitzer
TRACK 96 Motor Carriage, which was designed to replace the M7 as
TRACK WIDTH 16 a highly mobile self-propelled field piece. It used the
See CpEED 2h mph modified chassis of the M24 light tank as its foundation.
FUEL CAPY 110 gal Late in WWII, 150 of these were produced, but none saw
RANGE 96 mi combat until the Korean conflict. A .50-caliber M2 HB
ELECTRICAL 24 neg 2 9 Z R
HYDRAMATIC mounted on a T107 ring was provided for close in and
TRANSMISSION antiaircraft defense.
SPEEDS 4
TRANSFER
SPEEDS 2 GENERAL DATA
TURNING MODEL M37
RADIUS FT. 18 WEIGHT 46,000 Ibs.
ARMAMENT 155mm MAX TOWED LOAD 10,000 Ibs.

i i i int LENGTH 216
Overall dimensions listed in inches. WIDTH 118

HEIGHT 95

ENGINE DATA TREAD 96
ENGINE MAKE/MODEL 2x Cadillac 44T24
NUMBER OF CYLINDERS V-8 90-degree
CUBIC-INCH DISPLACEMENT 349
HORSEPOWER 110 @ 3400 rpm
TORQUE 240 Ibs.-ft. @ 1200 rpm
GOVERNED SPEED (rpm) Not governed

RADIO EQUIPMENT: In addition to the flag set M238, the M41
carried one of the following radio sets: SCR 510, SCR 610, or SCR 619.A
three-station RC99 interphone set handled internal communications.

VALUES

No reported sales

SCARCITY

Scarcity 5 The drive train components of the M37 were adapted from those of the
M24 light tank as can be seen in this January 1946 photograph. The top
bows are strapped to the hull side, and on the ring mount is the familiar

M2 HB machine gun. (U.S. Army photo)

Ppt he

The drive train components of the M37 were adapted from those of the M24 light tank as can be seen in this January 1946 photograph. The top bows
are strapped to the hull side, and on the ring mount is the familiar M2 HB machine gun. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 367

GUN MOTOR CARRIAGES

STD TRACK WIDTH 16
CREW 7

MAX SPEED 30 mph
FUEL CAPY 110 gal
RANGE 100 mi
ELECTRICAL 24 neg
HYDRAMATIC.

TRANSMISSION

SPEEDS 4
TRANSFER SPEEDS 2
TURNING

RADIUS FT, 18
ARMAMENT 105 mm
1x .50

*Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

VALUES

No reported sales

SCARCITY

Scarcity 5

(ems a UD Duster

Cadillac completed the vehicle that was to be the
basis of the M42, the T141, in August 1951. American
Car and Foundry (ACF Industries) delivered its rendition
of the T141 the following April. Both vehicles were based
on the components in the M41 tank program. In October
1953, after an extensive test program, the T141 was
standardized as the M42.

2 x Cadillac 44724

90 degree V-8

349

110 @ 3400 rpm

240 Ibs.-ft. @ 1200 rpm
Not governed

This is an real trie Duster. Notice the squared off front fenders

and sand shields over the tracks, two features that were discontinued
early. The conical flash pty ieart os were another short-lived feature. The
guns are shown at their full 87-degree elevation. (U.S. Army photo)

368 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The M42 was armed with dual automatic Bofors
M2A] 40mm antiaircraft cannons. The cannons were
well proven by many services during WWII. The earliest
production vehicles had conical-shaped, naval-style
flash suppressors on the gun muzzles, but later vehicles
used a three-prong type. The earliest production vehicles
had doors in the hull between the driver’s and
commander's hatch. These doors could be opened, along

with the hatches, to allow ammunition to be passed from
the hull to the turret. These doors were eliminated on
later vehicles. A .30-caliber machine gun was pintle
mounted on the side of the turret for close in defense.
The Duster was served by a crew of six. The driver

The M42 muzzle covers are in place and the cover is on the .30-caliber
machine gun. The stowage location for the liquid container and the gun
cleaning rods on the right side of the vehicle. This is a later-production
vehicle, judging by the angular shape of the fenders and lack of sand
shields. (Photo courtesy of the Patton Museum)

Even with only half the four. 7
ur-man turret crew in pl:
amped: pioeiet tor mounting the .30-caliber ihachine guitie Visibie on
pintle are shown installed In thie weg se ieee cee and
. The vehi
Pronged flash suppressors. (Photo courtesy of Tepes ery

and commander rode in the hull, and a four-man gun

crew: two
weapon, a
rode in the

The ad

oaders to feed the voracious appetite of the
sight setter, and a gunner. These crewmen
open-topped turret.

dition of fuel injection to the AOS-895-5

engine caused the vehicles so equipped to be classified

as M42A1.

With th
of the Du
questionab

e speed of aircraft increasing, the usefulness
ster as an anti-aircraft weapon became
e. However, during the Vietnam conflict, the

Duster, with its twin Bofors cannons, was employed very

effectively

against enemy troop formations. Even in

dense jung!

e, the heavy 40mm shell was devastating.

GUN MOTOR CARRIAGES

GENERAL DATA

MODEL M42
WEIGHT" 49,500 Ibs.
MAX TOWED LOAD 5,000 Ibs.
LENGTH 250.25
WIDTH 126 15/16
HEIGHT 112.125
TRACK 102.5
TRACK WIDTH v3]

MAX SPEED 45 mph
FUEL CAPY 80 gal
RANGE 100 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 2
TURNING

RADIUS FT. pivot

M42A1
49,500 Ibs.
5,000 Ibs.
250.25
126 15/16
112.125
102.5

45 mph
80 gal
100 mi
24 neg

pivot
Overall dimensions listed in inches. Guns facing forward.
*Fighting weight.

we rien

The Bofors cannons on M42 vehicles had a maximum rate of fire of 120 rounds per barrel per minute. The stowage boxes on top of the fenders provided
space for some of this ammunition. (U.S. Army photo)

‘DARD CATALOG OF U.S. MILITARY VEHICLES

36f

GUN MOTOR CARRIAGES

US, ARMY
120405

ENGINE DATA

VEHICLE MODEL M42A1

M42

-895- AOSI-895-5

INE MAKE/MODEL AOS-895-3

NUMBER OF CYLINDERS Opposed 6 oe 6
CUBIC-INCH DISPLACEMENT a arate Bo OT ae ae
TORQUES 955 Ibs.-ft. @ 2400 rpm 955 Ibs.-ft. @ 2400
GOVERNED SPEED (rpm) 2800 2800

6 5 4 3 2 1

All models 5,000 8,000 11,000 18,000 24,000 32,000
Scarcity 3

370 STANDARD CATALOG OF U.S. MILITARY VEHICLES

This October 1961 photo shows the final incarnation of the M42 series — the M42A2. (Photo courtesy

of the Patton Museum)

G-258 M52

The M52 project was begun in 1948 as the T98
105mm Howitzer Motor Carriage. By July 1951 the
project was known as the T98 105mm Self-Propelled
Howitzer. Testing of the pilot vehicles began at Aberdeen
Proving Ground in October 1950.

The welded turret of the T98 could be power or
manually traversed 60 degrees either side of center, and
the T96 howitzer it mounted could move vertically
through a range of -10 to +65 degrees. The five-man crew
all rode inside the turret, with the driver on the turret’s
left front. On the right rear corner of the turret was a
raised cupola for the vehicle commander or section chief.

He was provided with a pintle-mourited .50-caliber
machine gun.

GUN MOTOR CARRIAGES

105-MM HOWITZER MOTOR CARRIAGE, M52

This view of a factory-fresh M52 shows the driver's cupola and periscopes. Notice the unusually shaped guards protecting the lights, and
the shrouds over the mufflers. The driver's door is in the turret side. (Photo courtesy of the Patton Museum)

This M52 has moved into position and is preparing to fire. The rear of the armored turret opened and a deck for the gun crew swung down from the hull.
(Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 37]

GUN MOTOR CARRIAGES

From this angle we can see the redesigned commander’s cupola and
machine gun mount that was incorporated in the M52. Notice the pioneer
tool and equipment stowage on the hull and turret. (Photo courtesy of the
Patton Museum)

A Continental AOS-895-3 engine with an Allison CD-
500-3 cross-drive transmission powered the vehicle.

The testing of the T98 revealed several flaws, which
were later corrected. The biggest changes were the
increase in turret ring size from 69 to 73 in., and the
redesign of the front hull. The improved vehicle was
classified T98E1, and production of 684 vehicles began
in January 1951. After further modifications, including
the elimination of the power elevation and traverse
system, the vehicles were deemed suitable for issue in
1955, and the classification changed to 105mm Self-
Propelled Howitzer M52 in November of the same year.

The M52 shared many automotive components with
the M41 tank family, and when the tank engines were
upgraded to the fuel-injected AOSI-895-5, so were the
howitzers, becoming the M52A1.

GENERAL DATA

MODEL M52 M52A1
WEIGHT* 53,000 Ibs. 53,000 Ibs.
LENGTH 228.375 228.375
WIDTH 123 15/16 123 15/16
HEIGHT 130 37/64 130 37/64
TRACK 102.5 102.5
STD TRACK WIDTH

MAX SPEED 35 mph 42 mph
FUEL CAPY 179 gal 179 gal
RANGE 100 mi 100 mi
ELECTRICAL 24 neg 24 neg
TURNING

RADIUS FT. pivot pivot

Overall dimensions listed in inches. Measure with main gun Jacing
forward, and antiaircraft machine gun mounted.

* Fighting weight.

ENGINE DATA

VEHICLE MODEL M52 M52A1
ENGINE MAKE/MODEL _ AOS-895-3 AOS-895-5
NUMBER OF CYLINDERS Opposed 6 Opposed 6
CUBIC-IN. DISPLACEMENT 895.9 895.9

HORSEPOWER
TORQUE
GOVERNED SPEED (rpm) 2800

No reported sales

500 @ 2800 rpm 500 @ 2800 rpm
955 Ibs.-ft. @ 2400 rpm 955 Ibs.-ft. @ 2400 rpm
2800

372 STANDARD CATALOG OF U.S. MILITARY VEHIC

SCARCITY

Scarcity 5

G-259 M53 & M55

The G-259 family of vehicles looked like the M52
105mm Self-Propelled Howitzer on steroids. The styling
and layout of the vehicles was the same, but while the
M52 was based on the automotive components of the
M41 tank, the G-259 was based on the automotive
components of the M48 tank.

As with its little brother, the M53’s engine and
transmission were located in the front of the vehicle,
while the large turret was at the rear. The AV-1790-7B
engine and CD-850-4B transmission powered these
vehicles, which were built by Pacific Car and Foundry.
The M53 was armed with a 155mm cannon, while the
M55 mounted an 8t-in. howitzer. Since they utilized the
same chassis, many M53s were converted to M55s
during the Vietnam War.

GENERAL DATA

MODEL M53 M55
WEIGHT* 96,000 Ibs. 98,000 Ibs.
MAX TOWED LOAD 5,000 Ibs. 5,000 Ibs.
LENGTH 402 311.375
WIDTH 140 133
HEIGHT 140 136.625
TRACK 110 110

STD TRACK WIDTH 23 23

MAX SPEED 30 mph 30 mph
FUEL CAPY 380 gal 380 gal
RANGE 160 mi 160 mi
ELECTRICAL 24 neg 24 neg
TRANSMISSION

SPEEDS 2 2
TURNING

RADIUS pivot pivot

The engine and tran:
in the ¢ ismission o}

f the vehicle, as is evidenced b
sprocket seen here. At 96. .
heaviest vehicles fielded by Re ee: ‘mn 1 fr an eee

n the G-259 family vehicles were mounted
y the placement of the drive

courtesy of the Patton Museum) ary for many years. (Photo

ly by th

The M53 can be distinguished from the M55 most readi ie length of
Overall dimensions listed in inches. Measure with main gun facing
forward, and antiaircraft machine gun mounted.

* Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL* Continental AV-1790-5B,5C,5D

NUMBER OF CYLINDERS 90-degree V
CUBIC-INCH DISPLACEMENT 1791.75
HORSEPOWER 704 @ 2800
TORQUE 1440 Ibs.-ft. @ 2000
GOVERNED SPEED 2800

VALUES

No reported sales

SCARCITY

Scarcity 5

'}G-279 M44

The development of the M44 was a troublesome
proposition. The vehicle was designed to use as many of
the automotive components of the M41 light tank as
possible. Initially known as the T99E1, the M44 went
into production before testing had been complete. At that
time the fighting compartment was enclosed. Fumes
during firing were among the major problems, and
production was stopped after only 250 units were built.

The vehicle was redesigned and became the T194
Self-Propelled Howitzer. Among the changes were the
opening of the top of the fighting compartment and the
replacement of the main T97E1 howitzer with the
T186E1 howitzer.

New production began on the T194 and the 250

GUN MOTOR CARRIAGES

the gun tube. Th

seen here, where the 8-in. armed M55 does not. (Photo courtesy of the Patton Museum)

T99E1 vehicles were rebuilt into the T194 configuration
as well. The T194 was reclassified as the 155mm Self-
Propelled Howitzer M44. When the engine was changed
to the fuel-injected AOSI-895-5, the designation changed
to M44Al.

GENERAL DATA

MODEL M44 M44A1
WEIGHT* 62,500 Ibs. 64,000 Ibs.
LENGTH 242.5 242.5
WIDTH 127.5 127.5
HEIGHT 122.5 122.5
TRACK 102.5 102.5
MAX SPEED 35 mph 35 mph
FUEL CAPY 150 gal 150 gal
RANGE 76 mi 76 mi
ELECTRICAL 24 neg 24 neg
TURNING

RADIUS FT. 26 26

Overall dimensions listed in inches. Measure with main gun facing
forward, and antiaircraft machine gun mounted.
*Fighting weight.

ENGINE DATA

VEHICLE MODEL M44 M44A1
ENGINE MAKE/MODEL AOS-895-3 AOS-895-5
NUMBER OF CYLINDERS Opposed 6 Opposed 6
CUBIC-INCH DISPLACEMENT 895.9 895.9

HORSEPOWER
TORQUE
GOVERNED SPEED (rpm)

VALUES

No reported sales

SCARCITY

Scarcity 5

500 @ 2800 rpm
955 Ibs.-ft. @ 2400 rpm
2800

500 @ 2800 rpm
955 Ibs.-ft. @ 2400
2800

STANDARD CATALOG OF U.S. MILITARY VEHICLES 377

GUN MOTOR CARRIAGES

The M 1 i, 1 a
Muxeurn) jad an open-topped fighting compartment. It also had a removable windshield and .50-caliber machine gun. (Photo courtesy of the Patton

The rear door of the M44 swung down and formed a deck to serve the wi i 7
compartment. (U.S. Army photo) eapon from, while ammunition racks swung out, freeing up space in the fighting

374 STANDARD CATALOG OF U.S. MILITARY VEHICLES

GUN MOTOR CARRIAGES

}
tt ed ede

This howitzer has been raised to its full 65-degree limit. The torsion-bar suspension and shock absorbers are
clearly visible. (U.S. Army photo)

A canvas cover was provided for the M44 fighting compartment to protect the crew and breach from bad weather. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 375

GUN MOTOR CARRIAGES

288 M50 Ontos

Few military vehicles have been as well named as the
M50 “Ontos.” Ontos is Greek for “thing” and the name
fits this vehicles well. It does not look like a tank, and is
too small to be an APC. It is just a thing.

With six M40A1C 106mm recoilless rifles on a
central turret, it looks more like a sci-fi creation than a
combat vehicle. While the firepower of the rifles could be
devastating, the shortcoming was that, while the vehicle
crew could fire each of the six 106mm weapons once
from inside the protective armor, one of the crew had to
go outside the vehicle in order to reload. Under enemy
fire, or in the event of the feared nuclear attack, this
would have been suicidal. In any event, the armor of the
M50 was thin, providing little protection beyond small
arms and shrapnel. The rifles were mounted high on the
vehicle, allowing the crew to use berms and other cover
to protect the vehicle while still allowing them to engage
the enemy.

The armor on all sides was sloped in an attempt to
provide the maximum protection afforded by the plates.
The downside was that this made the interior of the
Ontos even smaller, crowding the three-man crew.
Originally, a six-cylinder inline gasoline GM SL12340
engine was coupled to a XT-90-2 transmission, driving

the tracks from front sprockets. This provided a
maximum on-road speed of 30 mph, but a driving range
of only 150 miles with the 47-gallon internal fuel tank.

The later M50A1 Ontos used a Chrysler HT-361-318
V-8 water-cooled engine. It developed 180 hp at 3,450
rpm and drove the tank through an Allison XT-90-5
transmission. The M50A1s are most easily identified by
the addition of air intake louvers in the hull engine, and
transmission access doors.

Allis Chalmers produced the first of 297 vehicles in
1955 for the U.S. Marine Corps. Pproduction was
completed in November 1957. The Ontos was used in

Vietnam, primarily in an anti-personnel _ role.
GENERAL DATA

MODEL M50
WEIGHT* 19,050 Ibs.
LENGTH 150.75
WIDTH 102.25
HEIGHT 83.875
TRACK 73

STD TRACK WIDTH 20

CREW 3

MAX SPEED 30 mph
FUEL CAPY 47 gal
RANGE 150 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 5
TURNING

RADIUS FT. pivot
ARMAMENT 6 x 106mm

The upper outside 106mm recoilless rifle on each side of the Ontos (rifles 2 a
tubes had M8C .50-caliber spotting rifles mounted on top of them. This t f tting rifle was al:
visible in the center of the Ontos is an M1919A4 .30-caliber machine gun provi (Photo mted on top of tubes three and four. Barely

37G STANDARD CATALOG OF U.S. MILITARY VEHICLES

ind 5) was designed to be quickly dismounted for ground use. These two

ded for self-defense. (Photo courtesy of the Patton Museum)

GUN MOTOR CARRIAGES

While this vehicle looks like an M50 Ontos, it is actually aT165 development model. The suspension and rear doors were different, but the general layout
remained the same in the production model. (Photo courtesy of the Patton Museum)

4x .50-cal spotting
Overall dimensions listed in inches. Measured with main gun facing
forward and anti-aircraft machine gun mounted.

“Fighting weight.

ENGINE DATA Production of the 325 M56 Scorpion self-propelled
anti-tank gun was begun in 1957 by Cadillac at its

Sa euees Boone ane ax Cleveland defense products plant. The Scorpion, with its

CUBIC-INCH DISPLACEMENT 301.6 crew of four, and armed with a 90mm gun, was intended

eee eee : ua hearer Eee a to be an air-mobile anti-tank weapon. Powered by

GOVERNED SPEED (rpm) 3400 Continental six-cylinder horizontally opposed gasoline

—— = eee ~

RADIO EQUIPMENT: The Ontos was equipped with an AN/PRC-10
radio set.

VALUES

No reported sales

SCARCITY

Scarcity 5

The four-man crew of the Scorpion traveled in the weather, as shown in
this November 1966 photograph. The road wheels of the M56 suspension
were pneumatic tires, much like on a passenger car. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLE

$ 377

GUN MOTOR CARRIAGES

‘ Pe ae : as

The M56 Scorpion driver used a small windshield, complete with wiper,
cut into the gun shield. The main gun travel lock is not being employed in
this view. (Photo courtesy of the Patton Museum)
engine developing 200 hp, the Scorpion had a top speed
of 28 mph, and a range of 140 miles.

The lightweight and basic design of the M56 omitted
weather protection for the four-man crew. To the left of
the manually elevated and traversed main gun was the

The M56 ammunition was stowed in a compartment under the breach. The tremendous recoil of the 90;

driver's station and controls, with a windshield
incorporated in the gun splinter shield. To the driver's
left was the radio equipment, which formed the base of
the commander's seat. The other two crew members rode
on the other side of the breech.

The hull was aluminum, with the splinter shield the
only real armor on the vehicle.

“The main 90mm M54 gun was supplied with 29
rounds of ammunition. The ammunition could be of AP-
T, APC-T, HEAT, HEAT-T, HEP-T, WP, TP-T, HVAP-T, or
HVTP-T types. When firing, the gun was served by the
gunlayer and driver from positions on the vehicle, while
the rest of the gun crew was on the ground.

The running gear of the M56 was unusual because it
featured pneumatic tires on the four road wheels on each
side. In U.S. service, the Scorpion was used by the 82nd
and 101st Airborne Divisions only from 1957 until 1970,
including service in Vietnam. A few were also supplied to
South Korea, Spain, and Morocco as well. Ultimately, the
gun was deemed too powerful for the chassis. When the
gun was fired, the recoil would lift the front of the vehicle
off the ground and the muzzle blast would kick up huge
amounts of dust, revealing the vehicle’s position.

te le

Sue 83
me

Heeb Se

while taking all the upward travel out of the front suspension. (Photo courtesy of the Patton Museum) gun has forced the return idler to the ground

378 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Reet” a NE
The M56 exhaust stack was

“US ARMY
123 345

this view the gun tube is properly secured for travel.

GENERAL DATA

MODEL M56
WEIGHT* 15,500 Ibs.
LENGTH 230
WIDTH 101.5
HEIGHT 81
TRACK 78
STD TRACK WIDTH 20
MAX SPEED 28 mph
FUEL CAPY 55 gal
RANGE 140 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 2
TURNING

RADIUS FT. 9

Overall dimensions listed in inches. Measure with main gun facing

forward, and antiaircraft machine gun mounted.

* Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL

Continental AOI-402-5

NUMBER OF CYLINDERS 6 Opposed
CUBIC-INCH DISPLACEMENT 402
HORSEPOWER 200 @ 3000 rpm
TORQUE 355 Ibs.-ft. @ 2750 rpm
VALUES

6 5 4 3 2 i
All models 3,000 8,000 13,000 20,000 28,000 35,000
SCARCITY
Scarcity 5

GUN MOTOR CARRIAGES

’ oe is ee

routed out almost directly under the gun shield, and the deck at the rear of the hull served as a platform for the loader. In

G-295, M107 & M110

These two vehicles shared the same chassis and the
difference between models was strictly in armament. The
vehicles were equipped with torsion-bar suspension and
five dual rubber-tired road wheels on each side. The
drive sprocket was at the front and the fifth road wheel
acted as the idler. The return run of track ran on top of
the road wheels. The vehicles were powered by a Detroit
Diesel Model 8V-71T diesel engine and an Allison XTG-
411-2A cross-drive transmission at the front of the hull.

Deliveries of the M107 175mm self-propelled gun
from Pacific Car and Foundry began in 1962. The big
gun was mounted on a rotating mount at the rear of the
open vehicle. The mount could be rotated 30 degrees
either side of center, and the gun elevated to 65 degrees.
A crew of 13 men served the weapon. Five men rode on
the M107, with the balance riding in the M548 ammo
carrier that accompanied it. A spade at the rear of the
hull anchored the vehicle during firing.

FMC and Bowen-McLaughlin-York produced the
M107 in later years. Regardless of who built them, the
M107, with its incredibly long gun tube, was
unmistakable. With a range of approximately 20 miles,
the M107 was used extensively in Vietnam for long-range
bombardment. Its projectile weighed about 175 lbs.

The 8-in. howitzer-armed version, the M110, was
produced concurrently with the M107. Like the M107,
the M110 was produced by Pacific Car and Foundry,
FMC and BMY. The M110 was also used extensively in
Vietnam. Though its range was only about half that of

STANDARD CATALOG OF U.S. MILITARY VEHICLES 379

GUN MOTOR CARRIAGES
the M107, its 200-lb. round had a reputation for greater [eo poRVANMY.Vy.N

accuracy and ease of use than the 175mm round. MODEL M107 M110
In 1976, the M110 was supplanted by the M110A1, WEIGHT" 62,100 Ibs. 58,500 Ibs.

which had a much longer barrel and increased range. LENGTH ae ve
The addition of a muzzle brake allowed an increase of yEIGHT 136.8 115.6
powder charge, which further increased the range. The TRACK 106 106
self-propelled howitzer was known as the M110A2, and SIO HACK WIDTH ee ie

all the U.S. Army and Marine Corps M107s were MAX SPEED 34 mph 34 mph
rearmed as such. FUEL CAPY 300 gal 300 gal

The distinctive long gun tube of the M107 is apparent in this view with the gun in firin:
to the rear of its mount when the vehicle was traveling. Even then there was considerable barrel

ig position. Because of the length of th
overhang. (U.S. ‘Arnie pho) ee mic.eun yeerionnt

380 STANDARD CATALOG OF U.S. MILITARY VEHICLES

GUN MOTOR CARRIAGES
ELECTRICAL nog sy

TRANSMISSION ENGINE MAKE/MODEL GM 8V71T
SPEEDS 4F, 2R 4F, 2R NUMBER OF CYLINDERS 8
TURNING CUBIC-INCH DISPLACEMENT 567.4
RADIUS FT. pivot pivot HORSEPOWER 345 @ 2300 rpm
ARMAMENT MAIN 175mm 8 inch TORQUE 980 Ibs.-ft. @ 1700 rpm
Overall dimensions listed in inches. Measured with main gun facing
forward, and anti-aircraft machine gun mounted. VALUES
“Fighting weight. No reported sales

SCARCITY

Scarcity 5
tS Nn

_~
—~

~ fo Xo x

The M110A1 featured a longer howitzer than the M110, but still nowhere near the length of the M107’s gun. These camouflage painted M110A1s are
conducting a firing exercise in this view. (U.S. Army photo)

PO)

hid,

This M110 is firing on the range at Yuma during tests. The radical difference in barrel length between the original configuration of the M110 and the M107
is readily apparent. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 39]

GUN MOTOR CARRIAGES

G-296 M108/109

Development of this family of vehicles began in the
late 1950s. Early on there was an M108 variant that was
armed with a 105mm howitzer, but it was soon
discontinued in favor of its companion vehicle, the
155mm _ howitzer-armed M109. Production of both
vehicles began in 1962. Production of the M108 ended in
1963, while production of the M109 continued until
1969. All the M109s were built in the Cleveland tank
plant but, depending on the contract and year of
manufacture, the builders were Cadillac Motor Car
division of General Motors, Chrysler Corporation, and
Allison Division of General Motors.

The Army purchased 1,961 M109s and the Marines
bought 150 more, all of which were armed with the
T255E4 155mm weapon. However, the XM1119
propelling charge used for maximum range was hard on
both the vehicle and crew.

The MIOQAI corrected this by installing the longer-
barreled XM185 weapon. Very little modification to the
vehicle was necessary to accomplish this. In 1972, large-
scale conversion of the M109 fleet into the M109A1
configuration began, with the resultant vehicles were
issued to troops in 1973.

In 1974, new production of the M109A1 began anew,
this time by Bowen-McLaughlin-York. The new vehicle
was designated M109A1B.

After the vehicles had been used in the field, requests
for changes began to flow in, many of which were
incorporated in the M109A2. A new gun mount was

382 STANDARD CATALOG OF U.S. MILITARY VEHICLES

installed, the flotation equipment removed, and the
turret bustle enlarged for more ammo storage. From
1976 through 1985, 823 of these new vehicles were
supplied to the Army. Many of the earlier M109A1 and
MIO9AI1B vehicles were also updated to this new
standard, and these rebuilt vehicles were classified
M109A3.

In the mid-1980s, the M109 family was upgraded to
include nuclear, chemical, and biological (NBC)
protection for the crew. As the M109A2 and M109A3
vehicles received these upgrades they were reclassified
as M109A4.

The most up-to-date version of the M109 is the
M109A6 Paladin. First delivered in April 1992, the
Paladin had improved armor, armament, increased
ammunition stowage, and NBC equipment, including
micro-climate cooling for the crewmen. The biggest
change was the automatic fire control system, which
included automatic gun laying and power-assisted
semiautomatic loading. The Paladin can go from road
march to pinpoint firing in less than 60 seconds.

The M109A5 was the poor man’s M109A6, and was
usually supplied to reserve units. The M109A5 was an
older vehicle upgraded with the new M284 howitzer in
the M182 mount as used on the Paladin. Both the

M109A5 and M109A6 weapons have a maximum range
of 30 kilometers.

GENERAL DATA

MODEL M108 M109
WEIGHT" 46,221 Ibs. 52,461 Ibs.
LENGTH 240.7 260.4
WIDTH 124 124,
HEIGHT 129.1 129.1
TRACK 109 109°

GUN MOTOR CARRIAGES
PECTS SMe

MAX SPEED 35mph 35 mph ENGINE MAKE/MODEL GM 8v71T
FUEL CAPY 135 gal 135 gal NUMBER OF CYLINDERS 8

RANGE 220 mi 220 mi CUBIC-INCH DISPLACEMENT 567.4

ELECTRICAL 24neg 24 neg HORSEPOWER 345 @ 2300 rpm
TRANSMISSION TORQUE 980 Ibs.ft. @ 1700 rpm
SPEEDS 462R 4F,2R

TURNING

RADIUS FT. pivot pivot VALUES

ARMAMENT 105mm 155mm

(FLEXIBLE) 1x.50 1x.50 No reported sales

Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

*Fighting weight.

The M109A1 was armed with the XM185 155mm howitzer, which had a noticeably longer gun tube than its predecessor. The vast majority of the M109
fleet was upgraded to the M109A1 configuration in 1972-1973. As seen here, G-296s earlier than the M109A2 were provided with flotation equipment for
amphibious operations. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 333

GUN MOTOR CARRIAGES

120 979

sen

a wt -*
This is the short-lived 105mm howitzer-armed M108, which was produced for only about a year. (Photo courtesy of the Patton Museum)

iy — aj .

iT Lot? wa DE Se A,
The M109 was armed with the larger 155mm howitzer, and variants of it have been produc: d 1 off fi 7 . . 7 al
weapon is on this compared to the M108, yet still the muzzle barely extends beyond the hull Us aren ef ie Notice how much larger the main

384 STANDARD CATALOG OF U.S. MILITARY VEHICLES

GUN MOTOR CARRIAGES

(Nei Sane ae Soe eee ee “y
The M109A2 shown here lacked th but featured an improved gun mount and an enlarged turret bustle. (Photo
courtesy of United Defense)

The M109A6 Paladin is the latest generation of the M109 family. It has many improvements in weaponry, gun training, and survivability over the earlier
models. (Photo courtesy of United Defense)

‘ANDARD CATALOG OF U.S. MILITARY VEHICLES $335

HALFTRACKS

HALFTRACK VEHICLES

Collecting U.S. halftracks can be quite challenging
because so many varieties have been built. The halftrack
was probably modified into different configurations more
than any other vehicle, some even before leaving the
factory. Many halftracks were built as one model, only to
be converted into another before being shipped to using
troops. Then it was often either field or depot rebuilt into

The early M2 as can be identified by the fender-mounted headlights and
lack of mine racks on the side. This particular vehicle is equipped with the
Tulsa PTO-driven winch behind the front bumper. It is shown with the

canvas in place, which is unusual for halftracks. (Photo courtesy of the
Patton Museum)

This Autocar-built M3 was photographed prior to testing at the Studebak
the factory-installed mine racks and the demountable headlights mount

38G STANDARD CATALOG OF U.S. MILITARY VEHICLES

er Proving Grounds. This vehicle is | ; 5
ed on the radiator armor. (U.S. Army Photoyreaiction Nencoice evidenced ha

another form. Extensive remanufacturing programs in
this country confuse things even more. It is possible for
a given vehicle to have had three or more model numbers
during its service life.

The M2 halftrack, like the M3 halftrack, has its roots
in the T14 halftrack. The White Motor Company of
Cleveland built the T14 in early 1940. In September of
the same year, the M2 was standardized. Concurrently,
the Diamond T Motor Car Co developed a version with
the body and frame lengthened 10 in. to the rear, and it
became the M3. The M4 was a mortar carrier based on

This M2 is equipped with the side-mounted mine racks required after
August 1942. The M2HB machine gun and two water-cooled .30-caliber
weapons are visible. A pioneer too!

rack has been mounted on the side,
and the radio antenna mount is visible in the center of the vehicle. The
storage compartment door is open, revealing ammunition boxes stacked
inside. This vehicle has an unditching roller on the front bumper. (Photo
courtesy of the Patton Museum)

The M2A1 introduced the ring mount for the heavy machine gun in the right front corner of the crew compartment. The .30-calib

HALFTRACKS

waeey wifi

er machine guns were

provided with three sockets, allowing mounting on the driver's side center, rear center or, as shown, centered on the right side of the crew compartment.
he rear of the crew compartment is forward of the rear of the track, characteristic of the M2 and M2A1. (U.S. Army Photo)

The interior of the M3 was arranged to perform its role as a
personnel carrier. Behind the troop seats are twin fuel tanks.
(Photo courtesy Patton Museum)

the same chassis. All of these were to be powered by the
White 160A engine.

In an unusually cooperative move, representatives
from three firms, White, Diamond T and the Autocar
Company, as well as the Ordnance Department, formed
the Half-track Engineering Committee. Since the
demand for halftracks was greater than any one builder
could meet, this committee was charged with not only
designing halftracks, but also ensuring that all parts
except armor plate were interchangeable.

In May 1941 White delivered 62 M2s, the first of
11,415 to be built by White and Autocar. The M2s were
armed with an M2 heavy-barrel .50-caliber machine gun,
and two water-cooled .30-caliber M1917A1 machine
guns. These weapons were mounted via trolleys on a
skate rail that surrounded the interior of the vehicle. In
later production the pair of water-cooled weapons gave
way to a single air-cooled M1919A4 .30-caliber machine
gun. Tripods were stored externally on the rear of the
vehicle so these weapons could be dismounted and used
on the ground.

The M2 had a bottom-hinged door just behind the
driver's door, and another one in a similar location on
the other side of the vehicle. These doors provided access
to large ammunition storage compartments. These
compartments were also accessible from inside the
halftrack by opening the top of the compartments. These
compartments were used in the M2s role as an artillery
prime mover. Two 30-gallon fuel tanks were mounted in
the rear of the crew compartment, one on either side.
Seats in the rear compartment provided seating for eight.

While work on the M2 was going on, Diamond T went
about the business of building M3 personnel carriers.
The first was delivered in May 1941. White and Autocar
joined in later until their combined production reached
12,391 vehicles.

In addition to the lack of the side storage doors of the
M2, distinguishing characteristics were a door in the
rear armor, and a body that extended beyond the end of
the tracks. On the M2, the run of the tracks extended
beyond the rear of the body. The twin fuel tanks of the
M3 were moved forward into the location occupied by the
ammunition compartments on the M2. There was

STANDARD CATALOG OF U.S. MILITARY VEHICLES

387

HALFTRACKS

The pulpit mount is clearly shown in this Engineering Standards Vehicle Labo:
While this vehicle is equipped with a winch, some came with an unditching roller

seating for 10 in the rear of the vehicle, plus another seat
between the driver and co-driver.

A_pedestal-mounted, air-cooled M1919A4 was
provided in the crew compartment for defense. M3s, like
the M2s, were provided with bows and canvas to protect
the crew from the weather, but these were not popular
because they hindered the use of the weapons.

The front of the M2s and M3s were fitted with either
an unditching roller like that on the M3A1 Scout Car, or
a Tulsa Model 18G 10,000-lb. self-recovery winch.

Unlike their German counterparts, American
halftracks had their front wheels driven through the
vehicles transfer case. The rear of the halftrack was
driven by means of a drive sprocket at the front of the
suspension. The track itself, developed by Goodrich, was
made of rubber molded around steel cables with steel
crosspieces with center guides attached. In many of
today’s remaining vehicles, cracks in the rubber have
allowed moisture to reach the steel components, which
rust, in turn forcing the rubber away and greatly
shortening the life of the track.

In late 1942, it was decided to add mine racks to
both sides of the vehicles. Not only were these added to
vehicles under production, but instructions were also
issued to install these racks on vehicles already fielded.
On the M3 they ran the full length of the crew
compartment, while on the M2 they extended from the
rear of the ammunition compartment doors to the rear of
the body.

The use of halftracks as a basis for artillery
introduced new problems, including the destruction of

388 STANDARD CATALOG OF U.S. MILITARY VEHICLES

rato photo of an M3A1, A full compliment of mines is shown in the racks.
instead. (U.S. Army photo)

the headlights by the muzzle blast. This lead to the
replacement of the early fender-mounted headlights with
demountable armor-type headlights attached to the side
of the radiator armor.

M2A1, M3Al1, M5A1

In mid-1942, the Ordnance Committee
recommended that the skate rail on the M2 be replaced
with a ring mount. The new ring mount, the M49, not
only replaced the M2’s skate rail, but also the pedestal
mount of the M3 and the International Harvester M5.

The new vehicles were classified M2A1, and M3A1,
and M5A1. In addition to the ring mount and its M2HB
Browning, there was a pintle socket installed on each
side and the vehicle rear for installation of the single
M1919A4 air-cooled .30-caliber machine gun.

There were fewer Al vehicles made than their
predecessors. Only 1,643 M2A1s were built, along with
2,862 M3Al1s. However, the number of M3Als_ was
bolstered by the conversion of 1,360 75mm Gun Motor
Carriage M3s into M3A1 personnel carriers.

WEyY

The M8A2 was supposed to become the standard

U.S. halftrack, but only five pilot models, c
MSAls, were built, eS ae

M4 Mortar Carrier

The mortar-carrier halftrack was the ex
clusive
product of the White Motor Company. From August 1941
until October 1942, 572 of the M4 81mm mortar carriers

Military vehicles in a combat-ready situation are laden with gear, even
before their crew begins “personalizing” the equipment. This photo shows
the crew of a M3 and the gear that went with the vehicle standing ready for
inspection. (Photo courtesy of the Patton Museum)
were built. The M4 was based on the M2 and retained
the M2’s skate rail and trolley-mounted M2HB machine
gun. A door was installed in the rear armor. The mortar
was supposed to be removed from the halftrack for firing,
except for emergency situations. The side stowage boxes
characteristic of the M2 were retained in the M4,
configured to stow 28 rounds of 8lmm _ mortar
ammunition each. Additional racks in the crew
compartment brought the total rounds carried to 96.

M4AI1 Mortar Carrier

Once the M4 was in the hands of the troops, it
became obvious that the crews were not going to unload
the heavy mortar through the small door and under the

HALFTRACKS

Ses

> z SRA. cee 2
The downward-folding windshield armor used by the M3 75mm Gun Motor
Carriage is evident in this photo, as is the notch in the armor to clear the
muzzle. (Photo courtesy ot the Patton Museum)

skate rail before firing it. Remarkably, the Army relented
on this, and redesigned the vehicle to allow a greater
range of traverse for the mortar. The new configuration
was dubbed the M4A1, and production ran from May
1943 to October the same year, totaling 600 vehicles.
Most M4s in the field were upgraded to the M4A1
standard as well.

M21 Mortar Carrier

The mortar in the M4 and M4A1 was mounted so
that the tube faced the rear of the vehicle. Once again,
this didn’t sit well with the using troops, and the 2nd
Armored Division relocated the mortars in their vehicles
to fire forward. Once again, Ordnance followed suite and
a new 8lmm mortar carrier, the M21, was created.
Rather than being based on the M2 as was the M4, the

This is the halftrack that wasn’t — the M3A2. Only pilot models were built. To find one today would be a collector’s coup. The device that looks like a
ladder mounted on the side served two purposes; it was both a tie-down point for the canvas cover, and a storage bin for other gear. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

389

HALFTRACKS

This photo shows why so many M4 crews chose not to dismount the 81mm mortar before firing. Notice how the skate rail crosses the rear door opening,

making for a very small passage. The M4’s lineage to the M2 is evident in this Photo. Notice the rear “porch” characteristic of M2-based vehicles.
(U.S. Army photo}

“ =o en a > ae :

This overhead shot of an M4A1 shows the cozy quarters that these crews traveled, worked, a
communication equipment are all clearly shown. Also visible are the full mine racks, and the
photo)

— a =e —
nd lived in. The mortar, its ammu
top bows stored across the rear

3
nition, and the halftrack’s
of the vehicle. (U.S. Army

390 STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALFTRACKS

The M21 mortar carrier is based on the larger M3, and that the mortar has been repositioned to fire forward rather than rearward. There was no skate
rail for the .50-caliber machine gun, so it was pedestal mounted in the rear of the vehicle. (U.S. Army photo)

This rear three-quarter view of the M21 shows how the rear
mounts. (U.S. Army photo)

M21 was based on the M3. White built 110 of these new
vehicles between January and March of 1944. The M21’s
machine gun was pedestal mounted behind the mortar,
rather than on a skate rail as in the M4.

M3 75mm Gun Motor Carriage

The T12 was developed by a team lead by Major
Robert Icks (whose collection of information on armored
fighting vehicles has been invaluable to this and many
other researchers). It consisted of an M1897A4 75mm
howitzer mounted on an adapted M3 chassis. Eighty-six

storage racks could be utilized and gives a clear view of the machine gun and antenna

of these new tank destroyers were built in August and
September of 1941 by the Autocar Company.

To create the T12, the M3s glass windshield was
removed, and the windshield armor reconfigured to
hinge down onto the hood. It was also notched to clear
the barrel when the howitzer was in the traveling
position.

The fuel tanks were relocated to the rear of the crew
compartment and the seats and subfloor of the M3 were
replaced with a new subfloor with ammunition stowage
for the 75mm weapon.

391

STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALFTRACKS

In October 1941, the T12 was standardized as the 75mm
Gun Motor Carriage M3. A change in mount for the
howitzer brought about a new classification of M3A1 in
July 1942. Production began in February 1942 and
continued until April 1943, with 2,116 of the M3 and
M8A1 built. However, 1,360 of them were rebuilt into
MS3A1 personnel carriers before being issued.

T48 57mm Gun Motor Carriage

Because of the success mating the 75mm howitzer
and halftrack chassis, it was decided to try the same
tactic with a U.S.-built version of the British 6-pounder.
The difference between the U.S. and British versions was
in the thickness of the gun tube and the bore length. The

Fi a .
RA ilie hi* :
This is one of the 80 T28E1 Multiple Gun Motor Carriages built by Autoca:

This view shows the interior arrangement of the T48

57mm Gun Motor Carriage. The la
held 20 rounds of 57mm ammo. Below it was stowag rt with a furner Bo eae

je for another 60 round:
Museum)

392 STANDARD CATALOG OF U.S. MILITARY VEHICLES

. This one had an open gun mount. (U.S. Army photo)

pit Fae ein a ES oF
WES i ee

the rear was the ammunition re
loor compartment. (Photo courte:

~ady rack, which
sy of the Patton

TheT19 105mm Gun Motor Carriage poses here for its official portrait. This
is an early vehicle as is evidenced by the early style headlights, which
were easily damaged by the muzzle blast from the main gun. (Photo
courtesy of the Patton Museum)

The M13 was an effective antiaircraft weapon with its dual M2 HB .50-

caliber machine guns mounted on power-operated turrets. There are

jloged enee flaps on the rear of the body. (Photo courtesy of the Patton
juseum

windshield was modified, as it had been for the M3
75mm Gun Motor Carriage, to hinge at the bottom. The

hood was reinforced to withstand the muzzle blast of the
57mm firing close over it, and seating was provided for a

“a Fie

a (

This new Autocar M15A1 Multiple Gun Motor

+ ‘ <2 _ —
Carriage was photographed at the Studebaker Proving Grounds. The demountable headlights and
unditching roller are plainly visible, as are the unusual canvases protecting the gun mount and driver’s compartment. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

HALFTRACKS

a 4 vi48 ;

This snappy trooper is posing next to the T30 75mm Howitzer Motor
Carriage. Notice the directional tires on the front bumper. Like all
halftracks mounting field pieces, it had a windshield that was hinged at
the bottom rather than at the top. (Photo courtesy of the Patton Museum)
crew of five men — two in the front, three in the rear.
Diamond T built 962 of these vehicles.

Although originally intended for British use, they
only got 30 of them. Russia, on the other hand, received
650 of them. The U.S. Army got one. Chester Tank Depot
converted the remaining 281 into M3Al1 personnel
carriers.

Diamond T built 324 of the T19 from January
through April 1942. Again, it was based on the M3
halftrack chassis with the reconfigured folding
windshield. Some of these vehicles were used in Sicily,
North Africa and France, but by July 1945 they had been
declared obsolete. Bowen and McLaughlin converted 90
T19s into M3A1 personnel carriers in July of 1945.

T30 75mm Howiter Motor Carriage

White built 500 of these vehicles, armed with the
75mm howitzer M1A1 during 1942. However, even before
all of them had been delivered, 108 of them were

393

HALFTRACKS

Unlike the T28E1, the sides and front of the
the seats for the gun crew. (U.S. Army photo

converted into M3 personnel carriers.

M13 Multiple Gun Motor Carriage

With the emergence of the airplane as a dominant
force on the battlefield, there came a need to protect
troops and equipment from aerial attack. The TIE4 was
designed to do just that, and was standardized as the
Multiple Gun Motor Carriage M13. An M33 Maxson
power-operated turret was installed in the crew area of a
halftrack based on the M3 personnel carrier. The upper
sections of the side and rear armored halftrack body
were hinged to allow the twin .50-caliber M2HB a wider
field of fire to engage airborne and ground targets. The
Maxson turret was self contained, having batteries and
generator.

Although White built 1,103 M13s between January
and May 1943, only 139 actually saw service. The
balance were converted to Multiple Gun Motor Carriage
Ml6s.

T28E1 Multiple Gun Motor Carriage

This vehicle was conceived as a dual-purpose
weapon for use against tanks or aircraft. It was armed
with a 37mm MI1A2 automatic cannon and two .50-
caliber water-cooled machine guns. Autocar built 80 of
these halftracks in July and August of 1942. Seventy-
eight of them were immediately deployed to North Africa
with the 443rd Antiaircraft Artillery, Automatic Weapons
Battalion, Self Propelled.

M15 Multiple Gun Motor Carriage

The M15 was similar to the T28E1 and used the

394 STANDARD CATALOG OF U.S. MILITARY VEHICLES

aun mount of the M15 Multiple Gun Motor Carriage were protected by armor. In this view we can also see

same 37mm M1A2 automatic cannon. The most visible
difference was the partial enclosure of the of weapons in
armor. The machine guns on the M15 were air-cooled
MZHBs, rather than the water-cooled models used on
the T28E1. The gun mounts were classified as M42. The
M15 was built by Autocar from February to April 1943.
There were 500 of these vehicles built, but the type was
declared obsolete in August 1945.

MI5A1 Multiple:\Gun Motor Carriage

When the supply of M3E1 carriages that were used
in the construction of the M15 was depleted, a new
vehicle was developed to use the 37mm M3A1 carriage.
The new mount was classified as M54, and the new
motor carriage using this mount was classified as
MI5A1. On the M15 the twin-50s were mounted above
the main gun, but they were mounted below it on the
MI5A1. Autocar built 1,652 of these vehicles between
October 1943 and February 1944. By the end of WWII
the M15AI's classification had been down graded to

Limited Standard, yet the M15A1 soldiered on through
the Korean war.

M16 Multiple Gun Motor Carriage

The M13 Multiple Gun Motor Carriage was an
effective weapon, but there was a desire to increase its
firepower. The Maxson turret was redesigned to support
four machine guns rather than two, and the hinged
armored sides were notched to clear the ammo

raised 6 in. from the floo:

r so the machine
fired horizontally. White cline couldas

built 2,877 M16s: between May

1943 and March 1944. In addition to these, 568 M13s
and 109 TI1OE1 twin 20mm Multiple Gun Motor
Carriages were converted to M16 Multiple Gun Motor
Carriages.

All early M16 Multiple Gun Motor Carriage were
equipped with the front-mounted PTO-driven Tulsa
winch.

M34 40mm Gun Motor Carriage

Very similar to the MI6 was a group of 321
halftracks modified in England on the orders of Col.
John Bruce Medaris, First Army Ordnance Officer.
Medaris went on to become a Major General, and was a
leader in missile development before retiring to become
president of the Lionel Corp.

The first army's shops removed the quad .50 mounts
from M51 trailers and placed them in the rear of a variety
of halftracks, including both M2 and M3 types.

MI16AI1 Multiple Gun Motor Carriage

At the outbreak of the Korean War there was a
shortage of 37mm ammunition, so 104 M15A1 Multiple
Gun Motor Carriages were converted to M34 40mm Gun
Motor Carriages at ordnance depots in Japan. The twin
-50s and the 37mm MIA2 gun were replaced with a
single 40mm Bofors antiaircraft cannon. The resulting

HALFTRACKS

ry en 5 2 i ne
: Be css. Di Lo eS aU as
The M16A1 vehicles were conversions, usually based on M3 personnel

carriers. As such, they had a rear door mounted into the bed, and the rear
armor lacked the folding upper sides.

limited standard in September 1951 and was intended to
be used more against massed infantry formations than
against aircraft.

There were not enough M16 Multiple Gun Motor

vehicle, the M34 Gun Motor Carriage, was classified Carriages in the Army's inventory to meet the
GENERAL DATA
MODEL M2A1 M15A1* M16 M3 M3A1 M4 M4A1 M21
WEIGHT* 15,100 Ibs. 18,385 Ibs. 18,640 Ibs. 15,500 Ibs. 15,300 Ibs. 14,430 Ibs. 15,750 Ibs. 15, lbs.500
LENGTH 241.625 236.5 256 249.625 249.625 250.75 250.75 244.875
WIDTH 87.5 89 77.875 87.5 87.5 775 87.5 87.25
HEIGHT 100 104 88 89106 89.375 89.375 87
WIDTH** 5113/16 5113/16 5113/16 51 13/16 51 13/16 5113/16 51 13/16 51 13/16
7513/16 7513/16 7513/16 75 13/16 75 13/16 7513/16 75 13/16 75 13/16
TIRE SIZES 8.25-20 8.25-20 8.25-20 8.25-20 8.25- 20 8.25-20 8.25-20 8.25-20
MAX SPEED 45 mph 40 mph 45 mph 45 mph 45 mph 45 mph 45 mph 45 mph
FUEL CAPY 60 gal 60 gal 60 gal 60 gal 60 gal 60 gal 60 gal 60 gal
RANGE 210 mi 210 mi 210 mi 210 mi 210 mi 210 mi 210 mi 210 mi
ELECTRICAL 12 neg 12 neg 12 neg 12 neg 12 neg 12 neg 12 neg 12 neg
TRANSMISSION
SPEEDS 4 4 4 4 4 4 4 4
TRANSFER
SPEEDS 2 2 2 2 2 2 2 2
TURNING
RADIUS FEET 29.5 29.5 30 29.5 29.5 30 29.5 29.5

Overall dimensions listed in inches.
** Inside/outside width at tires.
*Dimensions for roller equipped vehicle.

Winch-equipped vehicles are 430 Ibs heavier, and 6 1/8 in. longer than roller equipped vehicles. Dimensions shown are for winch-equipped vehicles

unless otherwise noted.

ENGINE DATA

ENGINE MAKE/MODEL White 160 AX
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 386
HORSEPOWER 127 @ 3000 rpm
TORQUE 325 @ 1200 rpm
GOVERNED SPEED (rpm) Not governed
VALUES
6 5 4 3 2 1
M2 1,500 4,000 9,500 15,000 22,000 29,000
M2A1 1,500 4,000 9,500 15,000 22,000 29,000

STANDARD CATALOG OF U.S. MILITARY VEHICLES

M3 1,500 4,000 9,500 15,000 22,000 29,000
M3A1 1,500 4,000 9,500 15,000 22,000 29,000
M4 1,500 4,000 9,500 15,000 22,000 29,000
M4A1 1,500 4,000 9,500 15,000 22,000 29,000
M16 2,500 6,000 14,000 20,000 29,000 38,000
SCARCITY

M2 3

M2A1 3

M3 3

M3A1 3

M4 3

M4A1 3

M16 4

395

HALFTRACKS

requirements for the Korean campaign, so Bowen and
McLauglin were contracted to convert 1,662 M3
personnel carriers into M16Al Multiple Gun Motor
Carriages. A new mount, the M45F, was installed. In
addition to having folding armor “bat wings” to protect
the gun crew, the M45F was also 6 in. taller than the
M45D mount used on the M16. This raised the mount
enough to allow it to fire over the non-folding sides of the
former M3 halftracks. Because they were originally M3
personnel carriers, the MI6Als had a rear door — a
feature lacking on actual M16s.

The features of the M16A1 proved so successful that
they were added to 419 actual M16s. The resulting
vehicles became known as M16A2.

G-147 Harvester

While the International Harvester halftracks look
similar to the G-102 vehicles built by the original
halftrack-manufacturing group (White, Autocar,
Diamond T), they are very different vehicles. The
International-built units have welded bodies rather than
the G-102's bolted construction, and were powered with
the 451-cid International RED-450-B engine rather than
the White 160AX used by the others. The rear corners of
the bed on the International models are rounded, where
as the others had square corners.

Very few parts were interchangeable between the G-
102 and G-147 series vehicles, and for this reason most
of the International production was supplied for lend-

This April 1944 photo shows a fully equipped International M5A1
(U.S. Army photo)

396 STANDARD CATALOG OF U.S. MILITARY VEHICLES

personnel carrier. It has a comparatively smooth body due t

lease purposes, although a few were used by U.S. troops.
Many of these vehicles had a 10,000-Ib. capacity PTO-
driven winch mounted behind the front bumper. Those
not so equipped were provided with an unditching roller.

The first three of 4,265 model M5 vehicles (the IH
equivalent to the M3) were finished on November 9,
1942, and delivered, along with 37 more, on December
21, 1942. Fifty-seven percent of these vehicles were to be
built with a front mounted PTO-driven winch. The
balance were to be equipped with unditching rollers.

MDA! Personnel Carrier

When the ring mount was introduced in lieu of the
skate rail on the M5, the model designation was changed
to M5A1. The remaining 2,894 vehicles on M5 contracts
were built as M5A\1s, in addition to 65 vehicles ordered
as such. Production of the M5A1 began on August 13,
1943.

MQAI1 Car, Half Track

This was the IH version of the M2. Unlike the M2/M3
series, the bodies of the M5 and M9 were the same size.
Beginning with a production pilot model built on March
17, 1943, 3,433 M9AI1s were built, like all the IH
halftracks, at the Fort Wayne Works. Half of the M9A1
vehicles were equipped with winches, with the balance
having rollers. No M9 halftracks were built.

M14 Multiple Gun Motor Carriage

The first production M14 Multiple Gun Motor
Carriage armed with the Maxson M33 twin .50-caliber
machine gun was completed three days after Christmas
1942. A total of 1,605 of these vehicles were built, and all
were equipped with the front-mounted winch. Changes

made to the bodywork to accommodate the weapons
installation included: changing the body sills and floor
plates, hinging the top 9 in. of the side and rear armor,
and providing for ammunition and equipment stowage.

M17 Multiple Gun Motor Carriage

These were originally ordered as the M14 Multiple
Gun Motor Carriages. A total of 1,000 of these vehicles
were completed, instead, with the M45 quad .50 mount,
and designated the M17 Multiple Gun Motor Carriage.
Production of these vehicles began on December 15,
1943.

GENERAL DATA

ENGINE DATA

HALFTRACKS

ENGINE MAKE/MODEL RED 450B
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 450

HORSEPOWER 130 @ 2600 rpm
VALUES
6 5 4 3 2 x
MS 1,500 4,000 9,500 15,000 22,000 29,000
M5A1 1,500 4,000 9,500 15,000 22,000 29,000
Mg 1,500 4,000 9,500 15,000 22,000 29,000

MODEL MSA1
WEIGHT* 15,100 Ibs.
LENGTH 241.625
WIDTH 87.5
HEIGHT 100
TIRE SIZES 9.00-20
MAX SPEED 42 mph
FUEL CAPY 60 gal
RANGE 125 mi
ELECTRICAL 12 neg
TRANSMISSION

SPEEDS 4
TRANSFER

SPEEDS 2
TURNING

RADIUS FEET 29.5

Overall dimensions listed in inches.

Winch-equipped vehicles are 430 Ibs. heavier, and 6 1/8 in. longer than roller-
equipped vehicles. Dimensions shown are for winch-equipped vehicles unless
otherwise noted.

* Inside/outside width at tires.

** Dimensions for roller-equipped vehicle.

This overhead view of an M5A1 shows off the rounded rear corners of the
hull, as well as the sockets for side or rear mounting the .30-caliber
machine gun. The big .50-caliber machine gun is mounted on the M49 ring

mount. (U.S. Army photo)

if ;
This February 1944 photo of an M9A1 halftrack with winch was taken at the Engineering Standards Research Laboratory.
were very similar, but the interior arrangements were different. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

Externally, the MSA1 and M9A1

397

HALFTRACKS

ms 3 = aS a
The folding side armor of the M14 Multiple Gun Motor Carriage is shown in this photo. This was necessary to provide a broad field of fire for the
twin .50-caliber machine guns mounted in the M33 turret. (Photo courtesy of the Patton Museum)

2 ? asc
The M14 had a large stowage box mounted on the hull rear. This photo also shows i
1H Multiple Gun Motor Carriages were equipped with front winches. the interior layout of

398 STANDARD CATALOG OF U.S. MILITARY VEHICL

HIGH-SPEED TRACTORS

ENGINE DATA

ENGINE MAKE/MODEL Hercules WXLC3
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 404

One of the earliest high-speed tractors in the Army’s HORSEPOWER 160 @ 3000 rpm
TORQUE 312 Ibs.-ft. @ 1200 rpm

inventory was the M2 7-ton high-speed tractor built by
the Cleveland Tractor Company (Cletrac). The M2 was
very popular with the Army Air Force, and many of the

8,510 built were used at airfields. In addition to being

useful as a “tug” around the airfield, it also had a large qj) models hen S800 e000 etbe a coo ran
air compressor mounted on the rear that was very useful

for airing up the tires and landing gear of various

aircraft. The drawbar was designed to transfer as much Scarcity 3

weight as possible from the towed object to the tractor to
increase the tractive effort available.

GENERAL DATA

MODEL M2

WEIGHT* 14,700 Ibs.

LENGTH 163

WIDTH 69

HEIGHT 64

TRACK 73.5

TRACK WIDTH 14

MAX SPEED 22 mph

FUEL CAPY 33 gal

RANGE 100 mi

ELECTRICAL 12 neg

TRANSMISSION

SPEEDS 4F, 1R : Sas ariel ake a
Overall dimensions listed in inches. The large object on the right front fender is the 1,000-watt, 110-volt DC
*Loaded weight. belt-driven generator that was standard equipment on the M2. On the rear

of at tractor is the PTO-driven 1,000-psi air compressor. (U.S. Army
photo}

More commonly seen around airfields than on the front line, the Cleveland Tractor M2 was a very useful and versatile piece of equipment.
(U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 399

HIGH-SPEED TRACTORS

3 os ete a BIE 5
The M2 compressor is clearly visible in this unusual view with the cab cover in place. Also visible are the
cylinder laying on the front fender, and towing pintle on the rear under the compressor. (U.S. Army photo)

PS as

This photo, taken by the Engineering Standards Research Laboratory,

shows 2" |
cylinder. (U.S. Army photo) the M2’s rear-mounted spotlight, dual rear towing pintles, and second air

4QQ STANDARD CATALOG OF U.S. MILITARY VEHICLES

HIGH-SPEED TRACTORS

te,

ions . a
There was little wasted space on the M2s,
photo)

This early model M2 has no brush guard. The belt-drive arrangement for the auxilliary generator is shown, as is the front 7,500-Ib. capacity winch and
the Cleveland Tractor “Cletrac” logo on the radiator. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES AQ]

HIGH-SPEED TRACTORS

G-150 M4 18-Ton

Allis-Chalmers developed and built the M4 18-ton
high-speed tractor to tow artillery and carry the crew as
well as ammunition. The M4s were configured to carry
either of two load classes. The Class A load was 90mm or
3 inch-ammunition; the Class B load was 155mm,
240mm, or 8-in. ammo. The tractors had a built-in crane
and hoist for handling the ammunition. At the rear of the
vehicle there was a PTO-driven 30,000-lb. pull winch.

Production began in March 1943 and continued
through June 1945, with a total of 5,552 units
assembled. It was decided that the tractor needed wider
tracks. This was done by adding duck-bill extensions to
the ends of the track shoe. This necessitated the moving
of the suspension units out from the hull. Only 259 units
in this configuration, classified M4A1, were built, all
between June and August 1945.

Some of these vehicles were modified to carry more
munitions, reducing the crew from eleven to eight. These
modified vehicles were identified by adding a C suffix to
their model number.

In 1954, Bowen-McLaughlin began a rebuilding
program on the M4 tractors. These updated tractors
were classified M4A2.

402 STANDARD CATALOG OF U.S. MILITARY VEHICLES

GENERAL DATA
MODEL M4
WEIGHT" 31,400 Ibs.
MAX TOWED LOAD 38,700 Ibs.
LENGTH 209.75
WIDTH 97
HEIGHT 107.875
TRACK 80
TRACK WIDTH 16 9/16
MAX SPEED 35 mph
FUEL CAPY 125 gal
RANGE 100 mi
ELECTRICAL 12 neg
AUOTOMATIC
TRANSMISSION
SPEEDS 3
TURNING
RADIUS FT 18.5

M4A1 M4C M4A1C =M4A2
31,400 Ibs.31,400 Ibs. 31,400 Ibs.31,400 Ibs.
38,700 Ibs.38,700 Ibs. 38,700 Ibs.38,700 Ibs.

Overall dimensions listed in inches.

“Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

VALUES

6 5
All models 900 2,400
SCARCITY
Scarcity 3

209.75 209.75 209.75 209.75
97 97 97 97
107.875 107.875 107.875 107.875
80 80 80 80
169/16 169/16 169/16 169/16
35mph 35 mph 35mph 35 mph
125 gal 125 gal 125 gal 125 gal
100 mi =: 100 mi 100 mi 100 mi
12neg 12neg 12neg 12neg
3 3 3 3
18.5 18.5 18.5 18.5

Waukesha 145GZ

817

190 @ 2100 rpm

600 Ibs.-ft. @ 1200 rpm

2100
4 3 2 1
3,000 4,500 8,500 12,000

HIGH-SPEED TRACTORS

PTF pn uf

The M4 exhaust pipe and grill for the cooling system can be seen in this photo taken in April 1944 at
Laboratory. (U.S. Army photo)

=~ Botan aN <a

the Engineering Standards Research

Ciel ee

The M4 had narrower tracks and spacing than the M4A1. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLE

S 403

HIGH-SPEED TRACTORS

iff Od : -

Although this M4A1 is lacking its tripod, it does have a full load of ammunition. The mud guard/fenders were added to the Maat variant to cover the
wider track arrangement. (U.S. Army photo)

This top view of a poly eripped M4 shows the interior of the empty ammo carriers, which were painted
on the roof, and the M2 machine gun mounted on its ring. A tripod is stored just’ painted white, the two full sets of pioneer tools mounted
windshield. (U.S. Army photo) 9. ipod just forward of the ring mount. A sledgehammer E stored just over the

4AQ4 STANDARD CATALOG OF U.S. MILITARY VEHICLES

HIGH-SPEED TRACTORS

155mm, and the M1 4.5-in. guns. The tracks and
suspension of the M5 high-speed tractor were based on
those of the M3 light tank. Production began in May
1943 and ran for 24 months, with a total of 5,290 built.

G-162 M5 13-Ton

The M5 was intended to be the prime mover for a
variety of field pieces, including the M2 105mm, M1

This photo shows the central ammunition storage racks of the M5A1 tractors. Also notice the suspension system used on this and other
early models. Compare this to the suspension added to later models such as the M5A3 and MSA4. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 405

HIGH-SPEED TRACTORS

FUELCAPY = 00a gogo tgom 180m
The M5A1 was basically the same vehicle as the M5, — ELECTRICAL 12 neg 12 neg 12neg 12neg 12 neg
but with the steel cab enclosure. It was introduced in TTANSMISSION 4 4 4 4 4
May 1945 and only 589 were completed before TURNING
RADIUS FT. 20 20 20 20 20

production ceased in August 1945.

M5A2 & MS5A3
After WWII many of the M5 and MSAI tractors were
updated with a horizontal volute suspension system,

Overall dimensions listed in inches.
“Fighting weight.

ENGINE DATA

instead of the vertical volute system they were built with.

ENGINE MAKE/MODEL

Continental R6572

NUMBER OF CYLINDERS 6
This meant the M5 and MS5A1 became M5A2 and M5A3, _— CUBIC-INCH DISPLACEMENT 572
res ively. HORSEPOWER 207 @ 2900 rpm
a caaae TORQUE 455 Ibs.-ft. @ 1600 rpm

GOVERNED SPEED (rpm) Not governed

GENERAL DATA

MODEL Ms MSA1 MS5A2 - MSA3.—s MSA
WEIGHT" 28,572 Ibs. 30,405 Ibs. 26,149 Ibs. 30,350 Ibs.29,804 ibs. MZANASOT

MAX TOW LOAD 20,000 Ibs. 20/000 Ibs. 20,000 Ibs. 20,000 Ibs. 29,800 Ibs. ae 4 3 2 4
LENGTH 191.125 196.375 191.125 196.375 199.125 All models 1,000 2,000 4,000 6,000 8,500 10,000
winTH 100 100 114511451155

HEIGHT 104 105.5 104 105.25 102.5

TRACK 83 83 83 83 90.375 SCARCITY

TRACKWIDTH 11.625 11.625 = 21 17.125 Scarcity 3

MAX SPEED. 30 mph 30 mph 30mph 30mph 30mph

The M5A1 had substantial draft gear needed for towing artillery. (us. Army photo)

4A0G STANDARD CATALOG OF U.S. MILITARY VEHICLES

HIGH-SPEED TRACTORS

The MSA1 had an enclosed cab and more streamlined look than the

2 - original M5. The antiaircraft machine gun mounting is on the roof. The

The MS driver was centrally located, with the passengers seated on either pintle hook is mounted on the front bumper just ahead of the winch. (U.S.
side of the tractor. (U.S. Army photo) Army photo)

Tren baron arememe

The M5A1 had a much-improved layout, with increased seating and cargo area compared to the earlier model. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 407

HIGH-SPEED TRACTORS

The stowage boxes of the M5A4 were rearranged. (U.S. Army photo)

G-164 M39

The M39 armored utility vehicles were converted
from 640 M18 Hellcat tank destroyers that had been
returned to the Buick plant. The conversions were begun
in 1944. Originally designated the T41, the M39 was
supposed to be a high-speed fully tracked vehicle that
could be used in an armored reconnaissance role, or as
a high-speed tractor. With a top speed of 50 mph, the

—

machine gun for self-defense. Like
e middle of WWII, it had a

The M39 had an M2 HB .50-caliber
virtually all track-laying vehicles created after ti
torsion-bar suspensioin. (Photo courtesy of the Patton Museum)

408 STANDARD CATALOG OF U.S. MILITARY VEHICLES

M89 certainly filled the bill for “high speed.” The M39
could also be used as an armored personnel carrier,
although there was only space for eight troopers in the
cargo area. The U.S. Army used these vehicles until they
were at last declared obsolete in 1957.

West M39 yas: creaies by removin
‘stroyers and installing troop seating in thi
courtesy of the Patton Museum) 9 eeshele Crest pnate

ig the turret frorn M18 Hellcat tank

HIGH-SPEED TRACTORS

-50-caliber machine gun were mounted on the roof for
defense.

Production of these huge machines didn't start until
February 1944, and by August 1945 only 1,235 had
been built.

GENERAL DATA

MODEL M6

GROSS WEIGHT 76,000 Ibs.

MAX TOWED LOAD 50,000 Ibs.

LENGTH 257 13/16

WIDTH 120.5

HEIGHT 104 1/16

¥ TRACK 98.5
= TRACK WIDTH 22

The M39 was the ultimate of the WWII high-speed tractors, having a top MAX SPEED 21 mph
speed of better than 50 mph. (U.S. Army photo) FUEL CAPY 250 gal

RANGE 110 mi
GENERAL DATA ELECTRICAL 12 neg
MODEL M39 TRANSMISSION
WEIGHT* 35,500 SPEEDS 2
MAX TOWED LOAD 10,000 TURNING
LENGTH 214 RADIUS FT. 26.5
WIDTH 113 Overall dimensions listed in inches.
HEIGHT 77.5
ra ae [ENGINE DATA]
STD TRACK WIDTH 14.5 ENGINE DATA
MAX SPEED 60 ENGINE MAKE/MODEL Two Waukesha 145GZ
FUEL CAPY 165 NUMBER OF CYLINDERS 6
RANGE 155 CUBIC-INCH DISPLACEMENT 817
ELECTRICAL 24 negative HORSEPOWER 190 @ 2100 rpm
TRANSMISSION TORQUE 600 Ibs.-ft. @ 1200 rpm
SPEEDS 3 GOVERNED SPEED (rpm) 2100
TURNING
RADIUS FT. 33 VALUES

Overall dimensions listed in inches.
“Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL*
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT

Continental R975C4
9 radial
973

HORSEPOWER 400 @ 2400 rpm
TORQUE 940 Ibs.-ft. @ 1700 rpm
GOVERNED SPEED (rpm) 2400
VALUES

6 5 4 3 2, 1
All models 7,000 13,500 20,000 26,000 30,000 35,000
SCARCITY
Scarcity 4

G-184 M6 38-Ton

The Allis-Chalmers M6 38-ton high-speed tractor
was the king of the WWII high-speed tractors. Powered
by two huge Waukesha 145GZ gasoline engines giving it
a towing capacity up to 60,000-Ibs., the M6 was intended
for the toughest of the prime mover jobs. Assigned to tow
4.7-in., 240mm or 8-in. field pieces, it also transported
the crews for these weapons and, depending upon the
weapon, also carried 20 to 24 rounds of ammunition.
The M6 was equipped with a huge 60,000-lb.-capacity
drag winch in the rear.

The crew of 11 sat in two rows in the front of the
vehicle, the engines were in the middle with the radiators
on either side, and ammunition boxes were on the rear
of the tractor. An M49C ring mount and M2 Browning

STANDARD CATALOG OF U.S. MILITARY VEHICLES

No reported sales

SCARCITY

Scarcity 5

This top view of the M6 shows the davit provided for handling ammunition
and the dual exhaust stacks for the twin Waukesha 145GZ gasoline
engines. (U.S. Army photo)

——

Ds SS sent

TAlmost everything about the M6 was massive. (US. Army photo)

409

HIGH-SPEED TRACTORS

Pad sates) . Sai

This view shows the M6’s huge rear winch, the chains of the ammunition lockers, and the decontaminator and fire extinguishers mounted in the
crew compartment. Notice the large backup light. (U.S. Army photo)

Like many of the Army's vehicles, the M6 could be buttoned up to protect the . ‘ ee
over the ides. (U.S. Army photo) Ptop Crew from inclement weather. This M6 has its canvas covers in

place

410 STANDARD CATALOG OF U.S. MILITARY VEHICLES

HIGH-SPEED TRACTORS

RANGE 180 180
ELECTRICAL 24 neg 24 neg
- M ] TRANSFER
7 SPEEDS 2 2
TURNING

The M8A1 was originally known as the M8E2. This PADIUSFT. = pivot pivot
high-speed tractor shares its AOS-895-3 engine and Qverall dimensions listed in inches.
transmission with the M41 light tank. In July 1950, [ayvenpomey.woN
Allis-Chalmers was given an order for 480 of these ‘ :
tractors. When the engine was upgraded to the fuel- Serie areca Contin: ACS. 8953: “Contin. AOS 895-5

ee ry . ae re Opposed 6 Opposed 6

injected AOS-895-5, the vehicle's classification changed CU.-IN. DISPLACEMENT 895 aos

to M8A2. These vehicles were designed to tow artillery HORST EOWER a . =BOO pr 368 he SHO TPM
‘, S.- rpm s.-ft. rpm.

loads in the 18,000 to 32,000-Ib. range. GOVERNED SPEED (rpm) 2800 2800

GENERAL DATA

MODEL M8A1 M8A2 VALUES

WEIGHT 37,500 Ibs. 37,500 Ibs.

MAX TOWED LOAD 39,000 Ibs. 39,000 Ibs. 6 5 4 3 2 1

LENGTH 265.125 265.125 All models 2,500 4,000 5,000 7,500 9,750 12,000

WIDTH 130.5 130.5

HEIGHT 117.25 117.25 SCARCITY

TRACK 102.5 102.5 ;

TRACK WIDTH 21 21 Scarcity 5

MAX SPEED 40 mph 40 mph

FUEL CAPY 225 gal 225 gal

USA.
40226904

aS.

Although this vehicle is not so fitted, a bulldozer blade attachment was available for the G-252 M8A1 tractors. This was useful when preparing the
emplacements for the weapons the tractors towed. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 4] ]

ARMORED RECOVERY VEHICLES

GENERAL DATA
MODEL M31 M31B1 M31B2
WEIGHT" 65,620 Ibs. 67,000 Ibs. 68,000 Ibs.
LENGTH 222 222 ane
The M31 family was an early attempt at an armored Ce 107 bs 123
recovery vehicle based on surplus M3 series tanks. TREAD 83 83 83
Baldwin Locomotive Works began work in October 1942 ie os eo 7 eel ?
converting 509 used tanks into M31 retrievers. One fye, Gapy 175 148 175
hundred-fifty new diesel-powered M3A3 tanks were also RANGE 120 150 120
converted into retrievers, being designated M31B1. ELECTRICAL 24 neg esneg 24 neg
1. a5 S TRANSMISSION SPEEDS | 5F, 1R SF, 1R 5F, 1R
These were joined later by a further 146 converted from TURNING
used diesel-powered tanks. RADIUS FT 31 31 31
ARMAMENT 2 x .30-cal. 2x .30-cal. 2 x .30-cal.

As part of the conversion process, all the armament
was removed except a .30-caliber bow machine gun. The
turret was reversed and a dummy gun welded to the

former turret rear. In the former front a Gar Wood 10-Y [ENGINE DATA. |
5500 crane with a 10,000-lb. capacity was mounted in ENGINE DOTS

Fighting weight
Overall dimensions listed in inches.

. A ENGINE MAKE/MODEL Continental R975 EC2_ GM 6046
the space formerly occupied by the 37mm gun. By using — \UMBER OF CYLINDERS 9 2x6
boom jacks, the lifting capacity could be increased to CUBIC-INCH DISPLACEMENT 973 850
30,000-lbs. Inside the tank, a ,000-Ib.-c. ity PTO- HORSEPOWER 340 @ 2400 rpm 410 @ 2100 rpm
i ral 60,00) ‘apacity PTO- TORQUE 890 Ibs.-ft. @ 1800 rpm 885 Ibs.-ft. @ 1900

driven winch was mounted to the floor. The former

location of the 75mm gun was occupied by a dummy WNauoS
gun, which was fitted to a door.

VALUES: Too few survivors of these type exist in private hands to
establish values.

eet a $ _—

Lepyuyg ye TS CTT ISTO Cee SPs.
BAAD SS SEY Vi YANN
#

)

/ Vs Ava ‘
2 ~ ,
f ve
r , “EE ie mag BF §
This crewman is exiting his M31 by way of the door installed in the former location of

ae bi
the 75mm main gun. The M31 eee

but as the M3 medium tank it was based on fell out of use it was replaced by its suc pase was a reasonably successful design,

photo) y cessor, the M4-based M32 series of recovery vehicles. (U.S. ‘Army

A412 STANDARD CATALOG OF U.S. MILITARY VEHICLES

As the MS series vehicles were phased out, a new
chassis source for recovery vehicles had to be found.
With the Sherman being the standard tank, it was
natural that its chassis be used. Four types of recovery
vehicles were constructed: the M32, M32B1, M32B2,
and M32B3. These were based on the M4, M4A1, M4A2,
and M4AS3 chassis, respectively. A M32B4 based upon
the M4A4 was planned, but none were built.

Unlike the M31 series, the M32 series vehicles had a
fixed dummy turret mounted. Instead of the M31’s
boom, there was an A-frame fitted to the front of the hull.
This A-frame swung forward for heavy lifting, but
remained to the rear for towing other vehicles. It was
supported by yet another A-frame welded to the hull
rear. A 60,000-Ib. Gar Wood winch was mounted in the
hull. It could be used in conjunction with the A-frame for
lifting, or the line run through openings in the hull for
direct pulls.

The M32 also had better armament than the M31. It
was armed not only with .30-caliber bow weapon, but
also a .50-caliber machine gun on the turret, and an
81mm mortar on the hull front. The mortar’s job was to
lay down smoke barrages to mask recovery operations.
At the request of the Marine Corps, a recovery vehicle
based on the M4A3 with horizontal volute suspension
was developed. Together, Baldwin Locomotive Works and
International Harvester built 80 of these vehicles in

1945.

ARMORED RECOVERY VEHICLES

Installation of the HVSS also brought the M32A1B1
designation to the M32B1.

Lima Locomotive Works was the first to begin
construction of these new recovery vehicles, beginning
production in June 1943. Production can be broken
down as follows:

M32 Pressed Steel Car Co. ........ 163
M32B1 Baldwin Locomotive ....... 195
M32B1 Pressed Steel Car Co. ...... 475

M32B1 Federal Machine.......... 385

M32B2 Lima Locomotive Works ....26

M32B3 Pressed Steel Car Co. ...... 298

M32B3 Lima Locomotive Works .... 20

GENERAL DATA

MODEL M32 M32B1 M32B2 M32B3

WEIGHT* 64,300 Ibs. 64,200 lbs. 67,600 Ibs. 64,100 Ibs.

LENGTH 232 232 233 232

WIDTH 107 103 103 103

HEIGHT 116 116 116 116

TREAD 83 83 83 83

MAX SPEED 24 mph 24 mph 25 mph 26 mph

FUEL CAPY 175 gal 175 gal 148 gal 168 gal

RANGE 120 mi 120 mi 150 mi 130 mi

ELECTRICAL 24 neg 24 neg 24 neg 24 neg

TRANSMISSION

SPEEDS 5F,1R 5F,1R 5F,1R 5F,1R

TURNING

RADIUS FT 31 31 31 31

ARMAMENT 1x8imm = 1x81mm 1x81mm 1x 81mm
1x .50 1x .50 1x 50 1x .50
1x .30 1x.30 1x .30 1x .30

“Fighting weight
Overall dimensions listed in inches.

The T5 was the test model for the series that became the M32. Built by Lima Locomotive Works, this T5 was photographed at Aberdeen Proving Ground
in September 1943. The production M32 varied very little from the T5. (National Archives and Records Administration photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

413

RY VEHICLE

ECOVE

D RI

oy
y)

ARMORE

Procket was used to

raise the A-

ire rope attached to it was used
mM was erected. Then the wire rope could

and the

til the boo!
Museum)

the lifting arm,
un

ight side A-frame member is t
placed in low forward gear and eased forward
les full mobility. (Photo courtesy of the Patton

vy array attached to the base of the ri

to connect it to the windlass. The vehicle was then
be removed from the windlass, restoring the vehicl

frame to this position. The hea’

414 STANDARD CATALOG OF U.S. MILITARY VEHICLES

ARMORED RECOVERY VEHIC

“Pee . 2 a
De? eee rae tei

= - . wa Ts iin. -
The M32B1 had the flexible .50-caliber machine gun on top, a ball-mounted .30-caliber machine gun, and an 81mm mortar on the glacis plate. The
M32B1's cast hull M4A1 Sherman heritage is clearly evident. (U.S. Army photo)

an
a ese ose On —_— ——

M32B3 was based on the Army’s standard welded-hull M4A3 Sherman tank. It carried the same equipment as the M32B1, although the difference in
hull shape required that the stowage be laid out differently. (U.S. Army photo)

‘ANDARD CATALOG OF U.S. MILITARY VEHICLES 415

ARMORED RECOVERY VEHICLES

ENGINE MAKE/MODEL Continental R975 EC2 GM 6046
NUMBER OF CYLINDERS 9 2x6
CUBIC-IN. DISPLACEMENT 973 850

HORSEPOWER 340 @ 2400 rpm 410 @ 2100 rpm
TORQUE 890 Ibs.-ft. @ 1800 rpm 885 Ibs.-ft. @ 1900
VALUES DATA

6 5 4 3 2 1
All models 15,000 24,000 30,000 40,000 50,000 60,000

SCARCITY

Scarcity 3

The heavy-duty armored vehicle tow bar can be seen stowed on the left
rear side of this M32B1's hull, and the lifting boom is in its stowed
Position. Virtually every inch of the recovery vehicle’s outer surface is
covered in tools, spares, or recovery gear. (U.S. Army photo)

Even among vehicles of the same series there was some variation in
stowage. Notice the spare track blocks stored on the rear hull of this
M32B1 photographed at Fort Knox, Kentucky. On one side of the hull is
stowed the wheeled vehicle tow bar (the same tow bar is often seen hung

on the outer side of Diamond T 969 wrecker beds), secured just above the
two large pry bars. This vehicle has had its sand shields removed. (Photo
courtesy of the Patton Museum)

41G STANDARD CATALOG OF U.S. MILITARY VEHICI s

Like the Shermans upon which they were based, the M32 recovery
vehicles received the ikanroved horizontal volute suspension system, as
can be seen on this M32A1B1 on display outside the Patton Museum at Ft.
Knox.

The M4A3E8 was the most common tank in the

postwar Army inventory,
and it is not surprising that there was an M32 vai

riant based on it.

The deployment of heavier tanks like the Pershing
and Patton during the Korea conflict punctuated the
need for a better recovery vehicle than the M32 series.
Bowen McLauglin-York (BMY) began developing such a
vehicle based on surplus M4A3 chassis. Mass
production of these conversions ran from February 1954
through October 1955. Rock Island Arsenal converted
older M32B1 retrievers until 1958,

The M74 had several improvements over the older
model, not the least of which was an increase of winch
capacity from 60,000 Ibs. on the predecessors to 90,000
Ibs., and the introduction of separate tow and _ lift
winches. Also, the A frame of the M74 was hydraulic
elevated, and the vehicle was fitted with a front-mounted
blade that could be used to anchor the retriever during
heavy recovery operations, or as a light bulldozer.

ARMORED RECOVERY VEHICLES

The M74 blade was raised by attaching the rope from either the auxiliary winch (mounted on “turret” face), or the main recovery winch, whose rope
played out of the opening in the glacis plate. The stowage compartments mounted along the sides of the vehicle were a welcome improvement over the
stowage arrangement of the M32 series vehicles. (Photo courtesy of the Patton Museum)

> a ee Pane See ae oe pa ; <

The increasing size of American tanks brought about the need for a recovery vehicle with increased capabilities. The M74 was that vehicle. The spade

en the iron, envio by gravity, could serve as an anchor during heavy recovery operations, or be used in light bulldozer work. (Photo courtesy of the
atton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 4] 7

ARMORED RECOVERY VEHICLES

— Se

This M74 may well be the first one. Close examination of the stenciling discloses an October, 1953 date. Bowen-McLaughlin-York finished the first one
in July 1953, and mass conversion of M4A3s into M74s did not begin until February 1954. In any event, it is facto fresh, as is evi -
free paint on the dozer blade. (Photo courtesy of the Patton Museum) ma y Me pas te evicenced by the ectaieh

Unlike its predecessor, the M74’s large tow bar was stowed attached to the pintle hoo! id
Sherman commander's cupola was used on the M74 vehicles. (U.S. Army photo) is and swung upward around the stowed A-frame. The late-style

418 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The M74 had a bow .30-caliber machine gun, and a
.50-caliber mounted on the commander's cupola.

GENERAL DATA

MODEL

WEIGHT*

MAX TOWED LOAD
LENGTH

WIDTH

HEIGHT

STD TRACK WIDTH
MAX SPEED

FUEL CAPY
RANGE
ELECTRICAL
TRANSMISSION
SPEEDS

TURNING

RADIUS FT.

M74
93,750 Ibs.
100,000 Ibs.
313 1/16
121 13/16
133.5

21 mph
168 gal
100 mi

24 neg

pivot

Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

“Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT

Ford GAA
V-8 60-degree
1,100

itt

Rather than the windlass arrangem

urs ats As

ent used oj

&, = fo Pe
2: a DSS GS PS -
in the M32 to raise the A-frame, the M74 used hydraulically actuated rigging. In addition to being simpler

ARMORED RECOVERY VEHICLES

450 @ 2600 rpm
950 Ibs.-ft. @ 2100 rpm
2600

HORSEPOWER
TORQUE
GOVERNED SPEED (rpm)

The M51 was a massive recovery vehicle based on
the suspension and automotive components of its
contemporary, the M103 heavy tank. Although not
terribly popular with the Army, which preferred the M88,
the M51 was widely used by the U.S. Marine Corps,
which adopted the M51 in 1958 and used it through the
Vietnam War. Marine recovery vehicle crewmen went
directly from the Sherman-based M32 to the massive
M51, no doubt requiring a bit of orientation.

The M51 had a hydraulically driven, 45-ton-capacity
recovery winch, as well as a 5-ton auxiliary winch.
Hydraulically lowered anchor blades were located on
both the front and rear of the M51 to stabilize the vehicle
during recovery and lifting operations. A crew of four
operated the vehicle.

ad ®

to operate, the M74 had an A-frame that could be used as a live boom, being raised and lowered while under load. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

419

ARMORED RECOVERY VEHICLES

TRANSMISSION

ENE: DA’ SPEEDS 3

MODEL M51 TURNING

WEIGHT’ 120,000 Ibs. RADIUS FT pivot

wiDTHE o Overall dimensions listed in inches.

HEIGHT 129 *Fighting weight.

TRACK 115

TRACK WIDTH 28 ENG DATA

MAX SPEED 30 mph

FUEL CAPY 400 gal ENGINE MAKE/MODEL. Continental AVSI-1790-6

RANGE 200 mi NUMBER OF CYLINDERS V-12 90 degree

ELECTRICAL 24 neg CUBIC-INCH DISPLACEMENT 1,790

TORQMATIC. HORSEPOWER 1,020 @ 2800 rpm
TORQUE 1,900 Ibs.-ft. @ 2200 rpm
GOVERNED SPEED (rpm) 2800

~ c

Military recovery vehicles, whether Wheeled or t eked hi 5 ri ly pe 5 ff. ,; ; - mecca =
% racked, have notoriously poor off-road performance due to their great weight. F

wingies make them well equipped for self-recovery. This is a pre-production M51, as is evidenced by the ‘outriggers on the hull rearratier than an onto

spade. The ground pressure of the M51 was 12.2 psi, a full psi more than its contemporary in Vietnam, the M48. (Photo courtesy of the Patton Museum)

The M51 was a massive vehicle. The front anchor spade is visible, as is the sheave mounted on it for use in
re

massive size was its ability to climb a 36-in. vertical wall. Just behind the fuel cans on the retriever's side is t!

ecovi
the Patton Museum) ery ‘operations. One advantage of its

he heavy-duty tow bar. (Photo courtesy of

420) STANDARD CATALOG OF U.S. MILITARY VEHICLES

The rear spade used by M51 production vehicles is shown here, as is one
of the gas cylinders for the torch set that all recovery vehicles carried.
(Photo courtesy of the Patton Museum)

The M88 was designed to replace the Sherman-
based M74 recovery vehicle. The larger U.S. tanks of the
1950s, such as the M48, required a larger retriever.

Production of the M88 was approved in 1959 and
Bowen-McLaughlin-York Inc., of York, Pennsylvania, was
awarded a contract for 1,075 vehicles. The company’s
design has proven to be very well thought out and
durable. The M88-type Armored Recovery Vehicle (ARV)
has served many countries from the 1960s on. In
keeping with the Army's goal of having an all-diesel
tactical vehicle fleet, the diesel-powered M88A1 was
introduced. A program to upgrade older M88s to Al
status was completed in 1982. In 1989, after 3,042
produced, M88A1 production ended, but the tooling was

- + ss! -

ARMORED RECOVERY VEHICLES

placed in storage and BMY even had the foresight to cast
and store some extra hulls. These allowed a quick
restarting of production to meet foreign orders in 1991.

The M88 is built on an armored chassis similar to a
tank, and shares many components with the M48/M60
medium tanks that were its contemporaries. The lower
portion of the hull is filled with two hydraulically
powered winches — a hoist winch and a separate main
winch. The 50,000-Ib. hoist winch uses an A-frame boom
and its 400 ft. of 5/8 in wire rope for heavy lifting. The
main winch is of 90,000-Ibs. capacity and uses 200 ft. of
1 1/4-in. rope for front recovery operations.

The crew of four includes a driver/operator, a
mechanic, a rigger and a commander. The engine and
final drive are located at the rear of the hull, the hoist
winch in the middle, and the main winch between the
hoist winch and the front of the retriever, under and
between the driver and mechanic's seats.

Any addition to the two winches, other hydraulically
operated equipment includes: a bow-mounted blade,
boom, refueling pump, and a very powerful impact
wrench. Due to the extensive use of hydraulics, the
vehicle is equipped with both main and auxiliary
hydraulic systems. The front bulldozer blade is used to
hold and stabilize the retriever during heavy lifting and
during all winching operations.

The M88A1 engine is a 750-hp, turbosupercharged
Continental M12, four-cycle, air-cooled, model AVDS-
1790-2DR diesel. It drives the vehicle through an Allison
XT-1410-4 cross-drive transmission, which provides
three forward and one reverse speed. The transmission is
a combination transmission, differential, steering, and
braking unit. The M88A1 is designed for power, and the
105,000-Ib. vehicle has a top speed of only 26 mph. A
two-cylinder, 10.8-hp diesel Auxiliary Power Unit (APU)
is carried primarily to recharge vehicle batteries, and to

The M88 was an impressive machine, large in size and recovery capabilities. The main drag winch rope can be seen protruding from the front of the hull,

just below the vision slits. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

42]

ARMORED RECOVERY VEHICLES

power some of the hydraulic and electrical equipment
when the main engine is not running.

The M88A1 was once the heaviest armored vehicle in
the U.S. inventory, but it has since been surpassed. This
is the same situation that brought about the need for the
M88 as a replacement of the M74 in the 1950s. While the
M88A1 can easily handle an M60, it requires two
M88A\Is to recover one M1 Abrams main battle tank.
However, the recent updating of the design to the M88A2
standard evidences the soundness of the original design.
The new version has increased horsepower, a

strengthened suspension, increased armor protection,
and other improvements to the now 40-year-old design.

GENERAL DATA

MODEL M88
WEIGHT’ 112,000 Ibs.
LENGTH 325.5
WIDTH 135
HEIGHT 115
TRACK 135

TRACK WIDTH 28

MAX SPEED 30 mph
FUEL CAPY 445 gal

* - ‘ ~~
The A-frame of the M88 has been raised in this view, and the front anchor spade lot
that the spade was installed on the vehicle. During winching operations ft could ber

operations it was lowered completely so the lifted load was transmitted di
suspension system. (Photo courtesy of the Patton Museum)

422 STANDARD CATALOG OF U.S. MILITARY VEHICLES

irectly through it to earth. This

hile sometimes used f
partially lowered to fs ee

it is for use such as this
serve as a ground anchor, or during lifting
Prevented overloading the M88s torsion-bar

RANGE 222 mi
ELECTRICAL 24 neg
TURNING

RADIUS FT pivot

Overall dimensions listed in inches.
*Fighting weight.

ENGINE DATA

Continental AVSI-1790-6
V-12 90 degree

1,790

1,020 @ 2800 rpm

1,900 Ibs.-ft. @ 2200 rpm
2800

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

S&S :
This retriever has its tow bar stowed on the rear of the hull and the left
side hatch is open. The A-frame is stored in its travel position. (Photo
courtesy United States Army Engineer School History Office)

pane

The M88A2 was an upgrade to the M88A1. The weight of the M1 Abrams
vehicles required that the retriever be uprated. The 750-hp engine of the
M88A1 was replaced with a 1,050-hp model, the brakes upgraded, and a
6,000-Ib. lead winch (visible on the front of the vehicle shown) added to
handle the main winch cable. The main winch capacity was increased from
90,000 Ibs. to 140,000 Ibs. The A-frame of the M88A2 has a rectangular
cross-section, compared to the tubular cross-section used previously.
(United Defense photo)

ARMORED RECOVERY VEHICLES

here as it hoists an M109

“ * a ~
The lifting ability of the M88A1 is demonstrated
self-propelled howitzer off the ground. Two M88A1s could be driven with
an M48 medium tank suspended between them. (U.S. Army photo)

Originally designed by FMC as an air-transportable
heavy lifting crane for barrel replacements of self-
propelled guns of the same (M107/M110) family, the
M578, primarily built by Bowen-McLaughlin-York,
served more as a wrecker and a general recovery vehicle.
The machine FMC conceived to meet the Army
specifications on a modified M107/110 SPG chassis was
originally known as the T120. The T120 developed into
the T120E1 and finally the M578 Light Armored Full
Tracked Recovery Vehicle.

The forward portion of the M578 hull is essentially
the same as the chassis used for the M107/110 Self-
Propelled Gun. The engine is mounted to the right and
the driver sits on the left, separated by an insulated
metal firewall. Directly behind the power plant is an
auxiliary drive, which powers the generator and the
hydraulic pumps when the engine main engine is shut
off. The hydraulic pumps provide power for the winches,
boom, cab, and rear spade.

The turret of the M578 houses the crew during
recovery operations. It also has some storage for recovery
equipment. There are two hydraulically powered winches
in the M578 — a 30,000-Ib. boom winch and a 60,000-
Ib. drag winch. The boom winch is a two-speed unit that
uses 5/8-in. wire rope with an internal automatic brake
allowing the load to remain suspended with the engine
off. The boom elevation cylinders penetrate the front
turret wall and are attached to the boom just forward of
the cab.

Directly behind the crane operator's seat is a full-
height tool locker that is accessible from outside the
crane cab. While both the hull and turret cab are made
of welded steel armor, the vehicle is intended to protect
the crew only from small-caliber bullets and_ shell
splinters. The M578 could not withstand a hit from any
modern tank or artillery. For self-defense, an M2 .50-cal.
Browning machine gun is mounted near the cupola.

The Detroit Diesel GMC 8V71T turbosupercharged,
eight-cylinder, V-type, two-cycle diesel is mated to an
Allison model XTG-411-2A cross-drive transmission.

STANDARD CATALOG OF U.S. MILITARY VEHICLES = 42¢

ARMORED RECOVERY VEHIC

Overall dimensions listed in inches. Measured with boom facing
GENERAL DAT, forward and antiaircraft machine gun mounted.
MODEL M578
WEIGHT 54,000 Ibs.
LENGTH 250.25 ENGINE DATA
WIDTH 124
HEIGHT 130.5 ENGINE MAKE/MODEL GM 8V71T
TRACK WIDTH 18 NUMBER OF CYLINDERS 8
MAX SPEED 37 mph CUBIC-INCH DISPLACEMENT 567.4
FUEL CAPY 320 gal HORSEPOWER 405 @2300 rpm
RANGE 450 mi TORQUE 980 ft.-Ibs.@ 1700 rpm
ELECTRICAL 24 neg

The suspension and forward part of the hull of the M578 armored recovery vehicle was based hi
is a spotlight mounted near the end of the crane boom. On the | on that of the M107/M1 fs
and a'snateh block. (U.S. Army photo) in the left side and front of the turret are the pioneer tool rack, track jacks, fire extinguisher,

10 self-propelled howitzer. There

TANDARD CATALOG OF U.S. MILITARY VEHICLES

Although the tow bar is missing from this camouflaged M578, it sports its machine gun, and a towrope can be seen stowed along the boom. The anchor
spade, seen spanning the rear of the hull in the traveling position, was lowered during heavy recovery or lifting operations to stabilize and secure the
vehicle. (U.S. Army photo)

foe = Pie ue

The turret of the M578 would rotate 360 degrees to great flexibility in recovery, The vehicle in this May 1965
photograph has its boom elevated to 60 degrees. (U.S. Army photo}

STANDARD CATALOG OF U.S. MILITARY VEHICLES 425

LIGHT TANKS

G-103 M3_Stuart

The M3 was the standard family of light tank of the
U.S. Army at the outbreak of WWII. It had entered
production at American Car and Foundry during March
1941. The M3, as well as the later M5, were both listed
as G-103 vehicles, but the M8 Howitzer Motor Carriage
was listed as G-127.

These tanks, powered by the Continental W-670
radial engine, were produced until October 1942. In
addition to these 4,526 tanks, there were 1,285 more
built that had the Guiberson T-1020 engine. Rather than
the usual “A” suffix, these diesel-powered tanks were
designated “M3 light tank (diesel).”

Three different turrets were mounted on the M3s.

——— . - ‘ 7
This photograph, taken on the 24-in. wall at Aberdee:

42G STANDARD CATALOG OF U.S. MILITARY VEHICLES

n Proving Grounds, shows the si fon’
unchanged throughout the production of these vehicle. (National Archives and Recorde Admin whe

The original turret was riveted, the 279 intermediate
turrets were welded face hardened armor, where the final
was welded homogeneous armor. Interestingly, in
addition to the turret rotation, the main gun had a + or
- 20 degree traverse within its mount. Some of the later
turrets did not have a cupola. The first 3,212 tanks were
produced with riveted hulls, while subsequent ones were
assembled by welding.

The M3A1 was introduced in May 1942 and featured
power traverse, gyrostabilizer, and at last included a
turret basket. None of the 4,621 M3A1 models had turret
cupolas, and only 211 of them were diesel powered.

The M3A3 was the next version to reach production
in September 1942, with its production run lasting a full
year and totaling 3,427 tanks. The M3A3 hull resembled
that of a M5 with the addition of with sloping hull sides.
It also had a new turret design that included a bustle

lem of the
‘ds Administration Photo)

M3 Stuart. Th

LIGHT T!

NKS

The M5 introduced the twin Cadillac V-8 power plant that was used in many later tanks. (Photo courtesy of the Patton Museum)

ah. A a 4 ¢ wick SATU A

The M3A1 introduced a turret basket for the crew to stand on to the series. Shown here is an M3A1 belonging to the Patton Museum. This example is
maintained in operating condition for historical displays. The tanks of the M3 family were reliable little vehicles, earning the nickname “Honey” by the
British in Africa. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 4.27

LIGHT TANKS

where the radio equipment was mounted. Very few of the
M3A3 tanks were used by U.S. forces. Most were
supplied to foreign powers.

All versions of the basic M3 were declared obsolete in
July of 1943. The diesel-powered M3A1s joined them on
the obsolete list at the same time.

The larger turret distinguished the M5A1 from the M5. Production of the
Stuart family of vehicles ceased when the last M5A1 was built in 1944. The
odd-shaped box on the turret side houses the mount for the commander's
machine gun when it is not in use. (Photo courtesy of the Patton Museum)

Though both the M3A1 and M3A3 carried

‘ALOG OF U

A428 STANDARD C MILITARY VEHICLES

side armor, the sloping of thi ; aay:
The chances of deflecting an anti-armor piercing round were improved | by this Towel rape tn ee ygreatly increased the ballistic protection of the tank.

more armor than on the older, flat-surfaced M3A1. (Photo courtesy of ths Patton Museum)” the event a shot penetrated, it would have to travel through

The M5 family was developed to provide the Army
with a light tank that did not use a radial aircraft-type
engine, like the M3 family. Cadillac converted an M3 by
installing twin Cadillac engines and Hydra-Matic

transmissions that drove the tank through a two-speed

ie abot Ae, 2 Roetoe! f le

The turret of the M8 was open topped. When the M8 was used as intended,

from rearward support positions, this was not a problem, but in close

combat i crew was quite vulnerable. (Photo courtesy of the Patton
juseum)

hape.

automatic transfer case.

The new power plant and improved hull shape gave
the MS much more interior space than the M3.
Production of the M5 began at GM Cadillac Division’s
Detroit plant in April 1942. In August, production was
also begun in Southgate, California. Massey Harris had
begun building the M5 in July. M5 production ceased at
all three facilities in December 1942, with a total run of
2,074.

The M5Al was an improvement, featuring an
enlarged turret similar to the one developed for the
M3A3. The M5A1 replaced the M5 on the production
lines at all three of the plants mentioned above.
Additional production was added by bringing American
Car and Foundry into the M5A1 manufacturing group.
Production was completed at all four facilities by mid
1944. A total of 6,810 of these improved light tanks were
produced.

Early models had the .30-caliber antiaircraft
machine gun exposed on the turret side, while later
models incorporated a shield that the weapon retracted
into.

Identifying early and late production of the M5A1 is
difficult due to an extensive rebuilding program.
Between November 1944 and June 1945 American Car
and Foundry remanufactured 775 of the early models to
the late model standards.

The M8 was note really a tank, but rather a self-
propelled 75mm howitzer built on the chassis of the M5
tank. It was built by the Cadillac Division of General
Motors beginning in September of 1942. By the time
production was terminated in January 1944, 1,778
vehicles had been completed. While at first glance the M8
appears to have been built aby mounting a snub-nosed
cannon on an M5, that is not the case. Unlike the M5,
the hull of the M8 does not have hatches for the driver
and co-driver. Rather, the entire crew entered and exited
through the open-topped turret. Like the M5, it could be
driven by either of the drivers. Less obvious, the turret
ring of the M8 was increased to 54 1/2 in. from 46 3/4
in. on the M5. For close-in and antiaircraft defese, an M2
.50-caliber machine gun was mounted on a ring on the
rear of the turret.

GENERAL DATA

MODEL M3 early M3 late M3A1 M3A3
WEIGHT* 28,000 Ibs. 28,000 Ibs. 28,500 Ibs. 32,400 Ibs.
LENGTH 178.4 178.4 178.4 197.9
WIDTH 88 88 88 99.4
HEIGHT 104 94 94 101
TREAD 73 73 73 73
CREW 4 4 4 4

MAX SPEED 36 mph 36 mph 36 mph 31 mph
FUEL CAPY 54 gal 54 gal 54 gal 110 gal
RANGE 70 mi 70 mi 70 mi 135 mi
ELECTRICAL 12 neg 12 neg 12 neg 12 neg
TRANSMISSION

SPEEDS 5F, 1R 5F,1R 5F, 1R 5F, 1R
TURNING RADIUS FT. 42 42 42 42
ARMAMENT MAIN 37mm 37mm 37mm 37mm
SECONDARY 4x .30 2x .30 2x .30 2x .30
FLEXIBLE 1x .30 1x .30 1x .30 1x .30
MODEL M5 M5A1 M8&

WEIGHT* 33,100 Ibs. 34,700 Ibs. 34,600 Ibs.

LENGTH 174.8 190.5 196

STANDARD CATALOG OF U.S. MILITARY VEHICLES

LIGHT TANKS

WIDTH 88.3 90 91.5
HEIGHT 102 101 107
TREAD 88.3 73.3 73.5
CREW 4 4 4

MAX SPEED 36 mph 36 mph 36 mph
FUEL CAPY 89 gal 89 gal 89 gal
RANGE 100 mi 100 mi 100 mi
ELECTRICAL 12 neg 12 neg 12 neg
TRANSMISSION

SPEEDS 4F,1R 4F,1R 4F,1R
TURNING RADIUS FT. 42 42 42
ARMAMENT MAIN 37mm 37mm 75mm
SECONDARY 2x .30 2x .30 =
FLEXIBLE 1x .30 1x .30 1x .50

* Fighting weight
Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Continental W-670-9A Cadillac Series 42

NUMBER OF CYLINDERS z 16 (8/engine)
CUBIC-INCH DISPLACEMENT 668 692
HORSEPOWER 262 296
TORQUE 590 Ibs.-ft. 560 Ibs.-ft

RADIO EQUIPMENT:
— M3 vehicles were equipped with SCR 210 radios and RC61
interphones. Command vehicles had a SCR 245.

— M3A1 vehicles were provided with SCR 508 radios with integral
interphone. Command tanks had the SCR 506.

— M3A3, M5, M5A1 vehicles were equipped with either SCR 508, 528 or
538, all with integral interphones. Again, the SCR 506 was fitted to
command tanks.

— M8 Howitzer Motor Carriages had the SCR 510 radio set, and the
RC99 interphone set.

VALUES

6 5 4 3 2 1
15,000 20,000 25,000 30,000 35,000 45,000

G-148 M22 Locust

Early in 1941, development began on an airborne
light tank. Though known initially as the T9, the 830
production tanks by Marmon-Herrington were
designated M22. These tanks were built between April
1943 and February 1944. The SNL number for these
tanks was G-148. In an effort to keep weight to a
minimum, a Lycoming O-435T aircraft engine powered
the tank. The diminutive tank, armed with a 37mm gun,

All models

be: ¥ z f oe
The small size of the M22 is apparent in this photo of a 28th Airborne Tank
Battalion crewman resting against his Locust during training. (Photo

courtesy of the Patton Museum)

429

LIGHT T

ua, aad

Seer o ah bh baby

This December 1942 image is a photograph of a T9E1, immediate forerunner of the M22. Only small details differ between the two models. The Locust
was intended to fly to the battlefield, albeit with the aid of an airplane. (National Archives and Records Administration photo)

was never used in combat by U.S. troops, however, some
of the 260 units supplied to British forces under lend-
lease were used in an airborne operation.

GENERAL DATA The M24 Chaffee began life as the T24. The objective
MODEL M22 of the M24 was to provide the using troops with a light
WEIGHT* 16,400 Ibs. tank armed with a 75mm gun, as opposed to the 37mm
LENGTH 156 gun borne by the M3 and M5 series of vehicles.
WIDTH 88.5 ; a ; ;
HEIGHT 728 The new tanks chassis utilized twin Cadillac engines
TREAD 70.3 and Hydra-Matic transmissions similar those used by
Ee cen Ce eae the M5A1. However, in the T24, the automatic transfer
FUEL CAPY 57 gal case was replaced with a manual version. The new
RANGE 110 mi
ELECTRICAL 12 neg
TRANSMISSION
SPEEDS 4F,1R
TURNING
RADIUS FT. 38
ARMAMENT 37mm

1x .30

“Fighting weight
Overall dimensions listed in inches.

ENGINE DATA

ENGINE MAKE/MODEL Lycoming 0-435T
NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 434
HORSEPOWER 192

TORQUE 360 Ibs.-ft.

RADIO EQUIPMENT: The Locust had only basic communication
equipment, the radio set SCR 510 and interphone set RC99.

The M22 is a rare vehicle, and there is insufficient data to determine The M2 .50-caliber Browning machine gun canbe Seen mounted in this
values. rear three-quarter view of a Chaffee in the field. Intended for anti-aircraft
use, these weapons were also used for close-in defense. The pioneer tools
can also be seen in their storage rack. (Photo courtesy of Patton Museum)

430 STANDARD CATALOG OF U.S. MILITARY VEHICLES

LIGHT TANKS

In this official Armor and Engineer Board portrait of the M24, the road wheel arrangement associated with U.S. tank torsion bar suspension is illustrated.

This type of suspension would be used on virtually all subsequent U.S. tai

transfer case had two forward speeds and a single
reverse speed. Coupled with the Hydra-Matic
transmissions, this provided eight forward speeds and
four reverse speeds.

Suspension was via torsion bar, with five pairs of
road wheels on each side. Both the driver and assistant
driver had driving controls, with the assistant driver also
having a ball-mount .30-caliber machine gun to operate.
Production of the T24 began at Cadillac in April 1944.
The designation T24 was replaced by M24 in June and
production began at Massey Harris the following month.
The two facilities combined to produce a total of 4,731
tanks.

This view of an M24 undergoing tests by the Armor and Engineer Board at

Ft. Knox clearly shows the pivoting driver’s hatch compared to the

ikiseunye vertically opening hatch. (Photo courtesy of Patton
juseum

inks. (Photo courtesy of Patton Museum)

GENERAL DATA

MODEL M24
WEIGHT 40,500 Ibs.
LENGTH 216
WIDTH* 117
HEIGHT 97.5
TREAD 96
TRACK WIDTH 16
CREW 4or5
MAX SPEED 34 mph
FUEL CAPY 110 gal
RANGE 100 mi
ELECTRICAL 24 neg
HYDRAMATIC

TRANSMISSION SPEEDS 4

TRANSFER SPEEDS 2
TURNING

RADIUS FT. 23
ARMAMENT

MAIN 75mm
SECONDARY 2x .30-cal.
FLEXIBLE 1x .50-cal.

Overall dimensions listed in inches.
*Inside/outside width at tires.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

2 x Cadillac 44T24
V-8, 90 degree
349

110 @ 3400 rpm
240 Ibs.-ft. @ 1200 rpm
Not governed

RADIO EQUIPMENT: The Chaffee was fitted with the SCR 508, 528,
or 538 radio set in its turret. Command tanks also had a SCR 506 in the

hull.
VALUES
6 5 4
All models 15,000 25,000 35,000

STANDARD CATALOG OF U.S. MILITARY VEHICLES

3 2 1
48,000 60,000 68,000

431

LIGHT TANKS

G-251 M41, Walker Bulldog

The M41 began life in the late 1940s as the T41. It
was to be the lightweight member of a family of three
tanks. The two other tanks in this new “family” were the
“medium” tank called the T42, and a “heavy” tank, the
T43. The T42 would become the M47 Medium Tank, and
the T43 would become the M103 Heavy Tank. The M41
was named the Walker Bulldog in honor of General W. W.
Walker, who died in a jeep accident in Korea in 1951.

The doctrine of vehicle design for U.S. forces in the
late 1940s and 1950s was commonality. These new tank
designs were no exception. There were common
components among all three, including similar range
finding and sighting equipment.

The M41 was designed around the power train,
which included a rear-mounted transmission and final
drive. At the other end of the hull was the driver's
compartment. The Bulldog had torsion-bar suspension
much like the M24. The Walker had only a single driver

and, unlike its predecessors, no hull-mounted machine

un
. The gun in the Bulldog is the 76mm M82. It was the
first U.S. tank gun equipped with a bore evacuator to
clear the gun tube after firing. The turret had a large
bustle that housed both the radio gear and a large
ventilation fan. The bustle also acted as a counterweight
balance for the main gun. The Bulldog was not designed
as a battle tank. Its job was to be reconnaissance tank,
seeking out the enemy and radioing back their strength
and position. Rather than heavy armor, it relied on high
speed for protection.

The primary difference between the M41 and M41A1
was in the turret. The Als had improved gun-laying
equipment in order to meet the new (at that time) Army
policy of being able to open fire within 5 seconds of
deciding to engage a threat. Externally, the M41 had
more cast armor, including area along the lower turret
side. The cast armor is only present on the front of the
M41A1 turret.

There are two areas of caution what operating an
M41. First, the driver could be decapitated if the turret

The Walker Bulldog’s suspension had shock absorbers on the first,
driver's head. (Photo courtesy of the Patton Museum)

432 STANDARD CATALOG OF U.S. MILITARY VEHICLES

second, and last road wheels. One Problem was the precarious position of the

was rotated while the driver had his hatch open and
head exposed. Second, the exposed mufflers turn cherry
red after a few minutes operation.

Early M41s have a plain driver's hatch that would
first raise slightly, then pivot to the right. Later M41s
were equipped with infrared driving lights and a mount
was added to the hatch for an infrared M19 night viewing
periscope. The hatch could then not be opened until the
periscope was removed.

The M41’s Continental gas engine was an air-cooled,
six-cylinder, opposed, and supercharged model. The use
of air-cooled engines in tanks was not new. At the outset
of WWII many U.S. tanks were powered by air-cooled
radial engines, but the advantages seemed to have been
forgotten in later years.

The M41 was among the last U.S. armored vehicles
to be gasoline powered. Diesel was eventually recognized
as being less flammable and providing greater range and
torque. The AOS-895 originally installed was carburated,
but later versions were fuel injected to improve the
vehicle’s range. M41s and M41A1s powered with the
fuel-injected engines were designated the M41A2 and
M41A3, respectively.

All M41s had the Allison CD-500-3 cross-drive
transmission. This type of transmission combines the
transmission and steering unit into one relatively small
unit. This same transmission design was also used in
other vehicles that share the same general chassis as the
M41, including the M44 and M52 SPG, and the M42
SPAAG (Duster).

Early models mounted a .50-caliber Browning
machine gun as the coaxial weapon to the left of the
main 76mm gun. Later vehicles mounted a .30-caliber
instead. Over time, the .30 calibers were retrofitted to the
early tanks. Initially, it was thought that the .50-caliber
would save main gun rounds against targets, but it was
eventually decided that the additional number of rounds
that could be carried for the smaller .30-caliber
outweighed the .50’s hitting power.

More than 3,700 M41 series light tanks were built,
and Cadillac Motors of GM was the _ primary
manufacturer.

The simple, robust construction of the M41 has
made it popular with not only collectors, but also a
number of foreign militaries.

—<* *, ne Bes
Ncanie Ee es

This is the Detroit Arsenal portrait of the improved M41A1 tank. The
driver's hatch rotates open, and vision blocks surround his position.
(Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

LIGHT TANKS

This M41A3 is shown on maneuvers in Germany. It has extra gear added
to it. Four wooden chock blocks are lashed across the glacis plate, while
a wire rope is looped around the eyes on the glacis. (Photo courtesy of the
Patton Museum)

Although the M41 Walker Bulldog appeared too late
for U.S. use in Korea and too early for Vietnam,
secondary users put it to work in India-Pakistan and
other locals.

GENERAL DATA

MODEL M41 M41A1 M41A2 M41A3
WEIGHT* 51,800 Ibs. 51,800 Ibs. 51,800 Ibs. 51,800 Ibs.
MAX TOWED LOAD 10,000 Ibs. 10,000 Ibs. 10,000 Ibs. 10,000 Ibs.
LENGTH 323.375 323.375 323.375 323.375
WIDTH 125 29/32 125 29/32 125 29/32 125 29/32
HEIGHT 112 3/32 112 3/32 112 3/32 112 3/32
TRACK 102.5 102.5 102.5 102.5
TRACK WIDTH 21 21 21 21
MAX SPEED 45 mph 45 mph 45 mph 45 mph
FUEL CAPY 140 gal 140 gal 140 gal 140 gal
RANGE 100 mi 100 mi 100 mi 100 mi
ELECTRICAL 24 neg 24 neg 24 neg 24 neg
TRANSMISSION
SPEEDS 2 2 2 2
TURNING
RADIUS FT pivot pivot pivot pivot
AMRAMENT
MAIN 76mm 76mm 76mm 76mm
FLEXIBLE -50-cal. .50-cal. -50-cal. .50-cal.
SECONDARY -50-cal. .50-cal. .50-cal. .50-cal.
or .30-cal. or .30-cal. or .30-cal. or .30-cal.

Overall dimensions listed in inches (guns facing forward).
*Fighting weight.

ENGINE DATA

VEHICLE MODEL M41 & M41A1 M41A2 & M41A3
ENGINE MAKE/MODEL AOS-895-3 AOS-895-5

NUMBER OF CYLINDERS Opposed 6 Opposed 6

CUBIC-IN. DISPLACEMENT 895.9 895.9

HORSEPOWER 500 @ 2800 rpm 500 @ 2800 rpm
TORQUE 955 Ibs.-ft. @ 2400 rpm 955 Ibs.-ft. @ 2400 rpm

GOVERNED SPEED (rpm) _— 2800 2800
RADIO EQUIPMENT: The Walker was equipped with AN/GRC-3-7 or

8; AN/ARC-3, AN/UIC, and AN/VIA-1 radio sets.

UES

6 5 4 3 2

1
All models 25,000 35,000 45,000 55,000 70,000 80,000

433

LIGHT TA

The M551 Sheridan was designed to be a light
reconnaissance tank with both amphibious and airborne
assault abilities. The Allison Division of General Motors
built 1,562 of these tanks beginning in 1966.

The 152mm Gun/Launcher could fire either
conventional ammunition, or the Shillelagh anti-tank
missile. The conventional rounds weren't really that
conventional, they had combustible cartridge cases.
These combustible cases required that there be a two-
layer protective bag system to protect the ammunition
from moisture and the crew from fire. One layer was an
asbestos bag, and the second a rubber bag. These had to
be stripped off prior to chambering a round. As the
vehicle was designed primarily as a missile launcher,
conventional munitions made for tremendous recoil in
the big gun, even lifting the front of the lightweight
vehicle off the ground.

To keep the weight down for its role in airborne and
amphibious assaults, the Sheridan had a_ hull made of
welded 7039 aluminum alloy armor plate. The turret was
manufactured from steel armor. The basic hull was
enclosed in high-density foam to improve floatation and
a second layer of aluminum was added all around to
form the exterior surfaces.

The driver was seated in the front center of the hull
with the other three men in the turret. The gunner was
on the turret’s right, the commander behind him with
the loader sat on the left. The turret crew’s seats were
located on the perimeter of the turret ring. The diesel
engine and transmission were located at the rear of the
hull. Ammo racks surrounded the driver the

The M551 was amphibious, making
shield is folded down in its normal

434 STANDARD CATALOG OF U.S. MILITARY VEHICLES

its design a departure from the norm in U.S. tank construction. Ai re wy
travel position. The rotary driver for the hatch, gre: shinies
gun are also visible. (U.S. Army photo) grenade launchers,

Shillelaghs to his right and conventional type rounds on
his left.

Later Sheridans were fitted with a laser rangefinder.
The gunner’s M127 sighting telescope was replaced with
the M127A1 sight on these later tanks, and the cupola
could be aligned with the main gun-launcher
automatically. These vehicles were classified M551A1.

The M551 saw combat in Vietnam and in Desert
Storm. Some are still used at the desert training center
disguised as Soviet vehicles.

GENERAL DATA

MODEL M551
WEIGHT" 33,460 Ibs.
LENGTH 248.3
WIDTH 110
HEIGHT 150
TREAD 92.5

STD TRACK WIDTH 17.5
CREW 4

MAX SPEED 45 mph
FUEL CAPY 158 gal
RANGE 350 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 4F, 2R
TURNING

RADIUS FT. pivot
ARMAMENT

MAIN 1x 152mm
SECONDARY 1 x .30-cal.
FLEXIBLE 1 x .50-cal.

Overall dimensions listed in inches. Measured with main gun facing
forward and antiaircraft machine gun mounted.

“Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL

General Motors 6V53T
NUMBER OF CYLINDERS 6

CUBIC-INCH DISPLACEMENT 318.6
HORSEPOWER 300 @ 2800
TORQUE 615 Ibs.-ft. @ 2100

€ glacis, just in front of the driver, the surf
and empty mount for the commander's ‘machine

MEDIUM TANKS

M3 .Grant & Lee

The unusual (by today’s standards) design of the M3
Grant and Lee tanks was the result of mounting a 75mm
main gun at a time when the U.S. was not building a
turret capable of handling that large of a weapon.

Production of the M3 began in June 1941 with
Chrysler's Detroit Tank Arsenal and American
Locomotive Company building them for U.S. forces, and
Pressed Steel Car Company and Pullman Standard Car
Company producing tanks for British use.

Two different 75mm weapons were mounted in the
sponson during the course of production: the M2, which
is distinguished by the round counterweight clamped on
the end of the barrel, and the longer M3, which did not
require a counterweight. A 37mm M6 gun was mounted
in the turret coaxial with a .30-caliber machine gun for

“woth,

The M3 was designed as a stopgap. While unusual lookin:
that would be the basis of the later Sherman. The many
Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

most of the production, but early shortages of this
weapon forced the substitution of the 6-in.-shorter
37mm gun M5 on some tanks. Both the 37mm and
75mm weapons were gyrostabilized.

The turrets were steel castings, while the hulls were
of riveted construction. Early production hulls had large
side doors. This was a soft spot in the armor that was
deleted during the course of production, as was the
turret cupola and one of the hull-mounted fixed machine
guns.

M8 Grants that were supplied to the British had a
completely different cast turret than the vehicles built for
U.S. use. The British turret design did away with
commander’s machine gun cupola and enlarged the
turret’s diameter to include a rear bustle for radio
equipment. The remainder of the vehicle was basically
the same as the U.S. tanks, differing only in internal and
external stowage, It was the British who dubbed the M3s
“General Lee,” and their own the M3 “General Grant.”

9 and of questionable combat effectiveness, it was very effective as a test bed for the chassis
rivets that held the M3 together are visible in this photograph. (Photo courtesy of the Patton

435

MEDIUM TANKS

Production of the M3 ceased in August 1942, after 4,924
units. These tanks were declared obsolete in April 1945.

This was basically the same tank as the M3, but
featured a cast-steel hull (the M3 had a riveted hull),
which was produced by American Locomotive Company
from February 1942 until July of the same year. Like the
M3, it eventually lost its side doors.

Twenty-eight of these 300 vehicles were powered by

The M3A4 was powered by the unusual Chrysler multi-bank engine. The
engine required the hull to be lengthened to accommodate it. (Photo
courtesy of the Patton Museum)

a BR le rag Mem, age AT, ONES RRP

he M3. This was also much safer for the crews, wi
interior of the tank. (Photo courtesy

sheared off by enemy fire, allowing the rivets to fly about the

A3G STANDARD CATALOG OF U.S. MILITARY VEHICLES

a Guiberson T-1400-2 diesel engine. Today, one of these
diesels today would be a great find.

These tanks were built by Baldwin Locomotive Works
beginning in January 1942. They were distinguished by
their welded-hull construction. With only 12 built when
production stopped in March, they are truly rare.

Also produced by Baldwin, these tanks were driven
by a model 6046 diesel engine. This power plant was a
marriage of two GM 6-71 engines coupled by a collector
gear. The rear of the tank hulls had to be redesigned to
accommodate this installation. A total of 322 were
produced during the run, which lasted from January to
December of 1942. Other than the pilot models, these
tanks were of welded-hull.construction and their hull
side doors were welded shut at the factory on the M3A3.

The 109 tanks of this type were produced by the
Detroit Tank Arsenal from June until August 1942, and
are powered by the unusual 30-cylinder Chrysler A57
multi-bank engine. To accommodate this engine the hull
was lengthened, and bogie spacing changed accordingly.
Except for the pilot model, none of these tanks had hull
side doors, and all had the track return rollers mounted
on the rear of the suspension assemblies.

vv VW weave ¥

SS DRE ON. is
ho were sometimes injured when rivet

of the Patton Museum) heads eae

MEDIUM T.

M3A5. ENGINE DATA
This is the same tank as the M3A3, but with riveted- ENGINE MAKE/MODEL _ Chrysler AS7
hull construction, again with the side doors welded shut. Set nets teria coe

All 591 were produced during the calendar year 1942. HORSEPOWER 425 @ 2400 RPM

TORQUE 1060 Ibs.ft.@ 1800 RPM
GENE! DATA ENGINE MAKE/MODEL Continental R975 EC2 GM 6046

MODEL M3 M3A1 M3A2 M3A3 M3A4_ —- M3A5 NUMBER OF CYLINDERS 9 2X6

WEIGHT* 61,500 63,000 60,400 63,000 64,000 64,000 CU.-IN. DISPLACEMENT 973 850

LENGTH 222 222 222 222 242 222 HORSEPOWER 340 @ 2400 rpm 410 @ 2100 rpm
WIDTH 107 107 107 107 104 107 TORQUE 890 Ibs.-ft. @ 1800 rpm 885 Ibs.-ft. @ 1900 rpm
HEIGHT 123 123 123 123 123 123

TREAD 83 83 83 83 83 83 : ic /

CREW Cay BROT CHE” OUT: 16 ET EGET RAD. 10 EQUIPMENT: M3 Lee vehicles were provided with SCR 508
MAX SPEED 24 24 24 25 20 25 radios with integral interphone. Command tanks had the SCR 506.

FUEL CAPY 175 175 175 148 160 148

RANGE 120. 120 «120 ~~ 150 100 150 VALUE

ELECTRICAL 24neg 24neg 24neg 24neg 24neg 24neg i ist il

TRANSMISSION Too few survivors of these type exist in private hands to establish values.
SPEEDS 5F,1R 5F,1R 5F,1R- 5F,1R SRIRY (oF 18

TURNING

RADIUS FEET 31 31 31 31 35 31

ARMAMENT

MAIN 75mm 75mm 75mm 75mm 75mm 75mm

SECONDARY 37mm = 37mm 87MM 37mm 37mm = 37mm

FLEXIBLE 3x.30 3x.30 3x.30 3x30 3x.30 3x.30

“Fighting weight
Overall dimensions listed in inches.

S Reeey aap
€ ae 4

iil:

_> rae nae ieee
The pilot of what would become the M3A3 is shown in this photograph taken at Fort Knox in November of 1941. Diesel-powered tanks would not be
widely accepted by the U.S. Army until 10 years later. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 437

MEDIUM TANKS

= —— : ~ a 23 ie 2 :
Here are a variety of early WWII medium tanks. In the foreground are an early M4 (note direct vision slots and early VVSS), M3 Lee, M3A1 (notice cast
hull), M4A3, M3, M4A1, M3A1, M3, and another M3, followed by eight Stuart light tanks and assorted half-track and wheeled vehicles. (Photo courtesy of
the Patton Museum)

124241

The British version of the M3 medium tank was the Grant. The two versions di
(National Archives and Records Administration photo) iffered in turret shape and stowage boxes mounted on the rear deck.

438 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The tank we know as the M4 Sherman was an
outgrowth of the T6 Medium Tank. Designed to overcome
the M3's major shortcoming of a sponson-mounted main
gun, the M4 nevertheless shared many automotive
components with the M3. This was done to speed and
smooth the transition of production facilities to the new
tank. Like their predecessors, these tanks were powered
by the Wright-designed R975 radial engine.

The M4 was standardized as the Army’s medium
tank in September 1941, and construction of the pilot
models began two months later. In December 1941, the
designation M4A1 was assigned to those tanks with a
cast upper hull, while M4 was used for those with a
welded upper hull.

The earliest Sherman turrets had the M34 main gun
mount, with the later ones having the M34A1 mount.

MEDIUM TANKS

Early Shermans also had what is known as vertical
volute suspension systems (VVSS). Later tanks had the
improved horizontal volute suspension system (HVSS)
which had a center-guided track (compared to the outer
guided track used with the VVSS system). This change
was made during the summer of 1942.

Another distinguishing characteristic on early
Sherman tanks is that the glacis plate slopes at 60
degrees. This angle was changed to 47 degrees in later
production.

Three different styles of transmission housings were
used on these vehicles. The first was the three-piece,
bolt-together unit as used on the M3 Medium Tanks.
This was replaced by a less-vulnerable casting, which
was later redesigned to make it thicker and come to a
sharper point.

The Sherman tank was declared obsolete by the U.S.
Army in 1956, but was still used by other nations for
many years after that.

The Sherman leading this formation shows the early three-piece bolt-together transmission housing that was carried over from the M3 Lee. The bolt
flanges made this style of transmission housing vulnerable to anti-tank fire and were soon eliminated in favor of a single-piece casting. (Photo courtesy

Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

439

MEDIUM TANKS

75mm Gunned Shermans
M4 |

Production of the welded M4 lagged behind that of
the M4A1, with Pressed Steel Car Company beginning
work on the M4 in July 1942. January 1943 saw
production begin by Baldwin Locomotive Works, with
American Locomotive Works coming on line in February,
joined by Pullman Standard in May, and _ finally
Chrysler's Detroit Arsenal in August. The run didn’t last
long, however. Pressed Steel stopped production in
August, Pullman in September, American in December,
and Chrysler and Baldwin in January 1944.

The final M4s built at Detroit Arsenal had composite
hulls, with a front a single-piece casting joined to a
welded rear hull.

Lima Locomotive Works of Lima, Ohio, began
producing the cast-hulled M4A1 in February 1942, and
Pressed Steel Car Company began production the next

month. Pacific Car and Foundry began producing the
M4A1 in May 1942. Tanks built before March 1942 had

The Ford GAA-powered M4A3 was America’s standard. This tank was
photographed at the General Motors Proving Ground. It has an interesting
mix of features. The turret retains the early M34 gun mount for the 75mm
gun, and the hull still has the direct vision slots, but the suspension is the
later HVSS. (U.S. Army photo)

This photo of an early diesel-powered M4A2 also shows of the two fixed
found to be ineffective and were eliminated, but the adjacent balkeiountel td

440 STANDARD CATALOG OF U.S. MILITARY VEHICLES

uns installed in the hull front of the earliest
ber Browning was retained. (Photo courtesy Patton Museum)

vehicles. They were later

two fixed .30-caliber machine guns mounted in the hull
front next to the .50-caliber flexible mount.

Lima built its last M4Al with a 75mm gun in
September 1943. Pacific followed suit in November, and
Pressed Steel stopped in December. The three plants’
production totaled 6,281 tanks.

This tank is essentially an M4 powered by a General
Motors 6046 twin diesel engine, rather than the R975
gasoline radial. Production began at both Pullman
Standard Car Company and the Fisher Tank Arsenal in
April 1942, American Locomotive was added in
September, Baldwin in October, and Federal Machine
and Welder in December. Late in the production run of
these vehicles the slope of the hull front was changed
from 56 degrees to 47 degrees. The last of the 8,053 of
these tanks were built by Fisher in May 1944.
Production was discontinued at the other facilities in the
following order: Baldwin, November 1942; American,
April 1943; Pullman, September 1943; Federal Machine
and Welder, December 1943.

M4A3

This is the tank destined to be the U.S. standard.
Powered by the Ford GAA V-8 engine, these tanks were
first produced by Ford in May 1942. All M4A3s had the
single-piece cast differential housing and heavy-duty

STANDARD CATALOG OF U.S. MILITARY VEHICLES

MEDIUM TANKS

suspension components. Although the early production
tanks did have the direct vision slots, that feature was
soon discontinued. Ford ceased production of the tanks
in September 1943 after producing 1,690 M4A3's.

ES Pha

This M4A1 of the First Armored Division is advancing in Italy. Although the
tank is festooned by paraphernalia from its crew, the early narrow M34
main gun mount, three-piece transmission housing, and gently curved
cast steel hull are still visible. (Photo courtesy Patton Museum)

After seeing some combat, the M4A3 was beefed up with additional 1-in. slabs of armor at critical spots. This U.S. Army photo shows the two pieces
added to the right side. An additional single piece was affixed to the left side. (U.S. Army photo)

441

MEDIUM TANKS

Production of the GAA engine by Ford continued for a
number of years.

M4A3(W)

The “W” in the model number indicates wet
ammunition storage. This wet stowage reduced the
chance of the tanks own ammunition cooking off in the
event of being hit by enemy fire. Fisher Tank Arsenal
built 3,071 of these tanks between February 1944 and
March 1945.

Chrysler built the first of the M4A4 tanks in June
1942, and by the time the last was built in September
1943, 7,499 of the A57 multi-bank engine-powered
tanks had been built. As was the case with the multi-

This is the famed “Easy Eight” S|
In addition to the 76mm gun, the tank featured new suspension with the
single road wheel. The wider track also improved off-road performance. (

442 STANDARD CATALOG OF U.S. MILITARY VEHICLES

herman, the M4A3E8, which served the U.S. heat d at the end of WWII and on into
tl

juide teet
hoto courtesy of the Patton Museum)

bank-powered M3s, the hull of the M4A4 had to be
lengthened to accommodate the engine. Most of these
tanks were supplied to the British under lend-lease,
although U.S. stateside training units used a few. The
early M4A4 turrets had the M34 main gun mount, with
the later vehicles having the M34A1 mount.

Production of the M4A6 was began by Chrysler at the
Detroit Arsenal in October 1943, but in February 1944,
after only 75 of the planned 775, were built, production
ceased. The M4A6 was basically an M4A4, but instead of
the A57 multi-bank, the engine was the RD1820. The
RD1820 was a diesel radial engine built by Caterpillar as
their model D200A. The engine was based on the Wright
G200 aircraft engine. All the M4A6 tanks were equipped

7 a.
Korea, where this phot
running between dual road wheels, rather than 73 sthenaiiecta

with the M34A1 main gun mount.

76mm Gunned Shermans

The 76mm-gunned Shermans used a different turret
than their predecessors. This new turret, designated
T23, was slightly larger and less rounded than the earlier
turret.

This planned tank was never placed into production.

The Pressed Steel Car Company began building the
M4A1(76) in January 1944. By the time the war ended
they had built 3,426 of these machines. Later production
vehicles in this series had an oval loader’s hatch instead
of the split circular hatches of earlier models. Other
important variations included the muzzle brake fitted to
some of the 76-mm guns, and the use of horizontal
volute spring suspension and new track with center
guide pins.

Most of the 2,915 M4A2(76) Shermans were supplied
to Soviet Union, making it unusual to find one in this
country today. Twenty-one of these tanks were built by
Pressed Steel Car Company. The balance were built by
Fisher between May 1944 and the summer of 1945.

MEDIUM TANKS

In March 1944, Chrysler began producing the
M4A3(76) and continued until April 1945. The 1,400
tanks produced before the end of August 1944 had
vertical volute suspensions. The HVSS was introduced
for the balance of 2,617 tanks. Fisher Tank Arsenal
made 525 of the M4A3(76) between September and
December 1944. Early in the production of the
M4A3(76), the turret basket was eliminated, with the
crew seats being hung from the turret ring.

105mm Gunned Shermans
| M4(105) |

Chrysler's Detroit Tank Arsenal began producing
105mm howitzer-armed M4s in February 1944. The first
800 had conventional suspension systems, while the
balance of the 1,641 produced had the HVSS and wider
tracks. Late production tanks had the vision cupola for
the commander, but early vehicles had the normal split
circular hatch.

Produced by Chrysler between May 1944 and June
1945, the first 500 M4A3(105) tanks had the VVSS,
while the remaining 2,539 had the improved HVSS. Like
the 105-armed M4, the M4A3(105) did not initially have
power turret traverse, although complaints from using

A 105mm howitzer-armed M4 undergoes tests by the Armor Board at Ft. Knox. It has the old style vertical volute suspension, as used on the M3 Lee.
(Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

443

MEDIUM TANKS

troops forced its introduction near the end of production.

M4A3E2 Sherman Jumbo

Contrary to popular belief, the M4A3E2 was not built
to be a tank killer. Rather it was an assault tank, built to
provide close support to infantry. The armor of the M4A3
was upgraded by welding 1 1/2-in. rolled armor plate to
the hull sides and front. A new final drive housing was
cast that was considerably thicker, and housed the lower
reduction ratio gears needed due to the tank's increased
weight.

The turret was a new casting with heavier walls, and the
mount used was the M62 developed for the 76mm
gunned tanks, with additional armor welded to it. All the
M4A3E2s were built with 75mm guns that fired superior
high-explosive ammunition — critical in the role of
infantry support. However, because the M62 mount was
developed for the 76mm gun, the weapons were readily
swapped in the field. All the M4A3E2s used the early
VVSS, but with duck bill extensions on the outside of the
track to reduce the formidable ground pressure. While
these tanks all had wet ammunition storage, none of
them had sirens or headlights.

Fisher Tank Arsenal produced 254 Sherman Jumbos
between May and July 1944.

——

The 76mm gun was also mounted on some of the diesel-pow jered M4A2 tan
Soviet Union. Some 76mm-armed Shermans have the muzzle brake shown hae wi

4 STANDARD CATALOG OF U.S. MILITARY VEHICLES

GENERAL DATA

EL M4 M4A1 M4A2 M4A3 M4A3(76) M4A4
WEIGHT" 66,900 66,800 70,200 66,700 74,200 69,700
LENGTH 232 230 233 232.5 297 238.5
WIDTH 103 103 103 103 118 103
HEIGHT 108 108 108 108 117 108
TREAD 83 83 83 83 89 83
CREW 5 5 5 5 5 5

“Gila Monster” was the nam
Aberdeen Proving Ground in May 1944.

incl

lle others have none. (Photo courtesy of the Patt

e applied to this M4A1(76) undergoing tests at

hist

~ » 2 a s t
aking them M4A2(76) model tanks. Most of these were supplied to the

ion Museum)

MEDIUM TANKS

i 7: SiS 2 a
This tls) named “Bang-Up” looks factory new in this overhead photo. The commanders cupola with vision ports, used on later model Shermans,
is plainly visible, as is the position of the pioneer tools, and horizontal volute suspension. (U.S. Army photo)

The additional hull length and altered bog eating necessary to accommodate the Chrysler multi-bank engine is apparent in this Aberdeen Proving
Ground photo of an M4A4. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 4.45

MEDIUM TANKS

This is a rare M4A6 Caterpillar-powered Sherman. Only 75
Patton Museum)

MAX SPEED 24 24 25 26 26 25
FUEL CAPY 175 175 148 168 168 160
RANGE 120 120 150 130 100 100
ELECTRICAL 24neg 24neg 24neg 24neg 24neg 24neg
TRANSMISSION

SPEEDS 5F,.1R 5F,1R 5F,1R 5F1R 5F1R 5F,1R
TURNING

RADIUS FT 31 31 31 31 35 31
ARMAMENT

MAIN 75mm 75mm 75mm 75mm 75mm 75mm
SECONDARY 1x.50 1x.50 1x.50 1x.50 1x.50 1x 50
FLEXIBLE 2x.30 2x.30 2x.30 2x.30 2x.30 2x .30
Overall dimensions listed in inches.

* Fighting weight

ENGINE DATA

ENGINE MAKE/MODEL Continental R975 C3 GM 6046
NUMBER OF CYLINDERS 9 2x6

CUBIC INCH DISPLACEMENT 973 850
HORSEPOWER 400 @ 2400 RPM 410 @ 2100
TORQUE 890 Ibs.-ft. @ 1800 RPM 885 lbs.-ft. @ 1900
ENGINE MAKE/MODEL Chrysler A57 Ford GAA
NUMBER OF CYLINDERS 30 60-degree V-8
CUBIC INCH DISPLACEMENT 1,253 1,100
HORSEPOWER 425 @ 2400 rpm 450 @ 2600
TORQUE 1060 Ibs.-ft. @ 1800 rpm 950 @ 2100

COMMUNICATION EQUIPMENT: M4 Sherman vehicles were
provided with SCR 508, SCR 528 or SCR 538 in the rear of the turret.
Command tanks also had a sponson-mounted SCR 506. All basic radios
were provided with integral interphone. Flag set M238 and panel set
AP50A were also provided.

VALUES

5 4 3 4 1

6
All modeis 25,000 35,000 45,000 65,000 85,000 110,000

AAG STANDARD CATALOG OF U.S. MILITARY VEHICLES

M26 Pershing

As early as 1942 there were plans for improvement
and replacement for the M4 Sherman. A number of
different models using various chassis, turret and gun
combinations, were tested leading up to the “heavy” tank
designs T25 and T26. The T26 was given the higher
priority, and after installation of the GAF engine in 1943
it was redesignated T26E1. However, it would be 1945
before this tank finally saw combat. The two-year delay
was a result of inter-service squabbling.

After a few of the new tanks were built for testing, the
U.S. Army Armored Command began to show concerns
about the large size of the T26 “heavy” tank design.
There were reservations about transportation and bridge
clearances. There was also some belief that the war
would be won or lost with the M4 Sherman, period.
Because of this the Ordnance Department put all its
resources into improving the M4. The 76mm gun version
of the Sherman is an example of this effort.

Army Ground Forces wanted 1,000 of the new T26
tanks, but they wanted the new tanks to be armed with
only a 76mm gun. Armored Command was still was not
interested in the new tank by’ the close of 1944, but it
wanted the new 90mm gun from the M26E3 as an anti-
tank gun.

The next hurdle in the adoption of the T26/M26 was
the decision by Army Ground Forces to delay any
decision on adopting new equipment until the Armored
Board had tested their battle worthiness. The theory was
that diverting production, supply, and training resources

on untried systems could extend the war.

In the case of the new tanks, this was overcome by
the Secretary of War authorizing the shipment of 20
M26E3 tanks to the European Theater of Operations in
February of 1945. Sadly, the two years of indecision
probably cost the lives of many U.S. tankers on the
European battlefield.

The basic design of the T26/M26 would prove to be
the basis of a long line of excellent tanks (M46, M47,
M48 and M60) that would serve the U.S. for 40 years.
The Pershing’s redesigned armor, excellent 90mm gun,
and improved ride was a vast improvement over
everything that U.S. tankers had been provided with
before. The war ended before the M26 reached full-scale
production, but for two years after WWII M26s were built
both at Chrysler's Detroit Tank Arsenal and at the Fisher
Body Division GM Grand Blane Tank Arsenal.
Ultimately, about 2,350 M26 tanks were produced, with
many of these tanks proving themselves in Korea against

MEDIUM TANKS

Soviet-built T-34s.

The engine of the Pershing was its weak link. The
500-hp Ford-built GAF simply was not up to the task of
moving the 41-ton tank. To correct this deficiency, most
of the M26 tanks were upgraded to M46s with an
improved engine and other changes. These upgrades
took place during the Korean War and for a period
afterward.

The hull of the M26 was made of welded and cast
steel armor. The “Heavy Tank” designation was officially
changed to “Medium Tank” after the war in 1946.

The M26 had no turret basket. The turret seats were
attached to the lower edge of the turret. The seats and
gun equipment just hang into the hull, rotating with the
turret.

While the M46 was retired from U.S. service in 1957,
it laid the foundation for the series of tanks that would
serve this country until 1999.

yj TOL i eure]

The bow machine gun can be seen on “Alice,” an M26. The driver has his seat elevated so his head and shoulders are outside the hull, affording a much

better view than the periscope. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

AAG

MEDIUM TANKS

GENERAL DATA

MODEL M26 M26A1 M45 M46
WEIGHT* 92,000 Ibs. 92,000 Ibs. 92,500 Ibs. 97,000 Ibs.
LENGTH 333.625 333.625 252 333.625
WIDTH 137 137 138 138.25
HEIGHT 109 109 109 111
TRACK 110 110 110 110
TRACK WIDTH 24 24 23 23

CREW 5 5 5 5

MAX SPEED 30 mph 30 mph 30 mph 30 mph
FUEL CAPY 191 gal 191 gal 191 gal 233 gal
RANGE 92 mi 92 mi 100 mi 70 mi
ELECTRICAL 24 neg 24 neg 24 neg 24 neg
TORQMATIC

TRANSMISSION

SPEEDS 3F, 1R 3R,1R 3R, 1R 2F,1R
TURNING

RADIUS FT. 31 31 31 pivot
ARMAMENT

MAIN 90mm 90mm 105mm 90mm
SECONDARY 2x .30-cal 2x .30-cal 2x .30-cal 2x .30-cal
FLEXIBLE 1x .50-cal 1x .50-cal 1x .50-cal 1 x .50-cal

Overall dimensions listed in inches.
“Fighting weight.

44% STANDARD CATALOG OF U.S. MILITARY VEHICLES

ENGINE DATA

ENGINE MAKE/MODEL Ford GAF
NUMBER OF CYLINDERS V-8, 60-degree
CUBIC-INCH DISPLACEMENT 1,000

500 @ 2600 rpm
950 Ibs.-ft. @ 2100 rpm
2600

HORSEPOWER
TORQUE
GOVERNED SPEED (rpm)

RADIO EQUIPMENT: A variety of radio equipment was mounted in
this family of tanks, including SCR 508 or SCR 608 or SCR 528, all with
interphone set RC298, or AN/VRC-3 and RC99 interphone set.

VALUES
4 3 2 1

6 5
All models 25,000 35,000 45,000 60,000 70,000 85,000

MEDIUM TANKS

eS ek TE Be ee RSS" a ea Ss esate aaa ‘ Ae a
The engine exhaust outlets through the rear armor of this M26 advancing in Korea. The cooling fan exhaust is lifting an aerial recognition panel from
the rear deck, showing the tremendous amount of air movement required to keep the Ford GAF engine's radiators cool. (Photo courtesy of the Patton
Museum)

Here is the 105mm howitzer-armed M45. The bow and hull machine guns are both in their canvas covers, and the tripod for ground use of the
commander's .50-caliber gun is stowed on the right front fender. (Photo courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 449

MEDIUM TANKS

25 Phe i . e.
FSD LW EES W |b bie -) » Nees

The fenders of the M26, and most other American tanks, are covered with stor: SS
y ‘age boxes. These are closed in 0s"
shows the type of gear carried in these boxes. This type of detail is important for museum-quality restorations. riot Cote of the Patan eee

450 STANDARD CATALOG OF U.S. MILITARY VEHICLES

MEDIUM TANKS

An M46 is firing in the mountains of Korea. Notice the prominent mufflers mounted on the rear fenders compared to the rear exhaust of the M26.

(Photo courtesy of the Patton Museum)

M47 Tank

The M47 was a stopgap vehicle rushed into
production for the Korean War in April 1951, although it
was too late to see service there. Basically, the one-piece
cast turret designed for the experimental T42 was
married to the M46 hull. The new turret mounted a
90mm main gun, and its armor is from 2 to 4 in. thick.
Because of the M46 hull, the M47 became the last U.S.
tank to have a co-driver. Like the M46, the M47 was
powered by a gasoline engine — a Continental AV-1790-
5B, 12-cylinder, 820-hp model. The big Continental was
thirsty, and the range was meager.

Quick identifying features of the M47 are the sharply
tapered turret with small gun shield, an unusually long
and narrow turret bustle, and the flat upper run of track.
Like most post-WWII U.S. tanks, the M47 had torsion-
bar suspension.

Initially, a .50-caliber Browning machine gun was
mounted co-axial with the 90mm gun. Later production
had a .30-caliber Browning machine gun mounted
instead. An M2 HB .50-caliber Browning machine gun
was also mounted on early models via a rotating ring to

STANDARD CATALOG OF U.S. MILITARY VEHIC

the commander's hatch. This setup was eventually
changed, replaced by a fixed pintle mount for the big
Browning.

Production began in 1951 at the Detroit Arsenal. The
M47 was issued to troops in 1952, but did not see
combat during the Korean War. The Chrysler-managed
Detroit Arsenal built 3,443 M47 tanks between 1952 and
1954, and American Locomotive Company built a similar
number. Some of these tanks used hulls from scrapped
M46 tanks, while others had new hulls fabricated for
them.

As the M48 became available, the M47 was phased
out of U.S. service. Many, however, were supplied to
foreign nations, including many NATO allies.

In the late 1960s Bowen-McLaughlin-York, Inc.,
introduced an upgrade program for the M47. Using the
engine and fire control system from the M60A1, the
improved vehicle was dubbed the M47M. The newly
installed AVDS-1790-2A turbosupercharged diesel had
its exhaust routed through rear louvers rather than
fender mounted mufflers as originally installed on the
M47’s rear fenders. The assistant driver crew position
was eliminated during the rebuild, reducing crew size.
Bowen-McLaughlin-York, Inc. and a tank factory in Iran
produced more than 800 M47Ms.

451

MEDIUM TANKS

his view of an M47 shows its fender-mounted mufflers, which are
hoe and ventilator are also visible. (Photo courtesy of the Pa’

> .
‘ as oS SAP IES
eliminated on the remanufactured diesel

powered M47M. The pioneer tool rack, turret
itton Museum) ;

452 STANDARD CATALOG OF U.S. MILITARY VEHICLES

The M47 is still in front line military service in many
parts of the world, but occasionally one surfaces on the
collector market.

GENERAL DATA

MODEL M47
WEIGHT* 101,775 Ibs.
MAX TOWED LOAD 10,000 Ibs.
LENGTH 335
WIDTH 138.25
HEIGHT 116 5/16
TRACK 110
CREW 5

MAX SPEED 30 mph
FUEL CAPY 233 gal
RANGE 80 mi
ELECTRICAL 24 neg
TRANSMISSION

SPEEDS 2F,1R
TURNING

RADIUS FT. pivot
ARMAMENT

MAIN 90mm

MEDIUM TANKS

SECONDARY 2x .30 cal

FLEXIBLE 1x .50 cal

Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

*Fighting weight.

ENGINE DAT:

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

Continental AVSI-1790-5B —7 -7B
V-12, 90 degree
1,791.75
810 @ 2800 rpm
1,560 Ibs.-ft. @ 2400 rpm
2800

RADIO EQUIPMENT: Many radio sets were used through the long
life of the M47 family. Among the typical installations during U.S. were the
AN/GRC-3-4-7 or 8 and AN/VIA-1 or AN/VRC-47 radio sets.

VALUES
3 2 1

6 5 4
All models 35,000 45,000 55,000 75,000 95,000 125,000

As the last U.S. tank with a co-driver, the M47 was also the last to have a ball-mount machine gun in the hull. (Photo courtesy of Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

453

MEDIUM TANKS

The M48 was an outgrowth of M26/46 Pershing
series of tanks, with the M47 serving as a stopgap until
the new M48, initially called the T48, could be fully
developed.

The T48 used the engine and transmission proven in
the M46/47, but had a much larger turret ring, which
would allow later upgunning. The turret had gently
sloping sides, as opposed to the slab-sided turrets of
most WWII U.S. tanks. The T48 used the 90mm T39 gun
that was the main armament of the M47. There were also
three secondary weapons: one .30-caliber and one .50-
caliber Browning mounted coaxial to either side of the
main gun, and another .50-caliber machine gun outside
at the commander's cupola in a pintle mount.

This M48 is demonstrating its ability to bridge trenches. The top of the turret is
his machine gun. (Photo courtesy of Patton Museum)

454 STANDARD CATALOG OF U.S. MILITARY VEHICLES

From the operator's point of view, the T48 was
steered like a car, with a steering wheel, rather than the
wobble stick of the M47 and steering levers used during
WWII. The new steering system reduced fatigue and
simplified driver training, but required a more advance
transmission.

Remarkably, before T48 testing was even complete,
Chrysler was given an order for 548 tanks, and Ford
Motor Company and Fisher Body orders for 400 each.
Chrysler was the first to actually complete tanks in the
spring of 1952.

Several models of M48 were produced over the years.
The first M48s were similar to the prototype T48s. The
only major external differences between the M48 and the
M48A1 were the shape of the driver's hatch and the
enclosed commander's M1 cupola with an internally
operated .50-caliber machine gun. Other improvements
of the M48A1 included a track tension idler wheel and a

relatively flat. Later M48A1s had a raised Cupola for the commander and

stowage basket on the rear of the turret.

In the M48A2, the carbureted engine was replaced
with a more efficient fuel-injected system that provided
increased range. A stopgap fix for the limited range of the
M48A\1 had been the installation of a fuel rack that could
be jettisoned. It held four drums of fuel on the rear of the
tank. The new engine had relocated oil coolers, which
increased space available in the engine compartment
and allowed larger fuel tanks to either side. This also
brought an improved engine deck of the M48A2 design to
accommodate these changes.

The new design reduced the tank’s infrared
signature. The exhaust was no longer directed out the
top of the louvered deck, but instead was routed through
two large louvered doors at the rear of the hull. Previous
models had slanted rear armor plate at this location.
This rear deck and armor design remained basically
unchanged through the rest of this series, as well as the

_ etre T eter EE

‘ . a

ets
Tie Pin Be
A technician checks the telephone installation on

MEDIUM TANKS

M60 Patton series. Most M48A2s have three return
rollers, rather than the five per each side on earlier
models. An exception appears to be Marine Corps
vehicles, which evidently kept the five-roller system.

The M48A2 and its subtypes were produced in
greater numbers than any of the others, and remained in
production until 1959. A later variation of the M48A2
was known as the M48A2C. The M48A2C had a
coincidence range finder, rather than the troublesome
stereoscopic range finder of earlier models. The M48A2C
did not have the small tension idler wheel introduced on
the M48A1, and there were also minor changes to the
fenders and lighting. Many M48A2s were exported to
allied countries.

The M48A3 Patton was created by remanufacturing
older M48A 1s to include a diesel engine. The U.S. Army
was adopting diesel fuel to increase fuel economy, reduce
potential fire hazards, and ease supply. The engine used

Pye

ae 8

The telephones, housed in a box on the hull rear, allowed infantryman on the ground

to talk to the tank crew under combat conditions. The tank is prepared for travel, with its turret rotated to the rear and main gun in its travel lock. (Photo

courtesy of the Patton Museum)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

455

MEDIUM TANKS

was similar to that used in the M60, whose production
coincided with these conversions.

The change in power plant caused new air filter
boxes to be mounted on the fenders. These filter boxes
are the easiest way to tell a diesel A3 from the earlier
gasoline fuel-injected A2. There were also several
internal changes.

Some of the M48A3 tanks were produced with a
special G305 riser package. A ring of vision blocks added
under the commander's cupola improved his view. Late
M48A3 tanks also had IR sights. This conversion
program began in 1963, with about 600 M48Als
converted for the Army, and 419 more for the Marine
Corps.

The M48A5 was the final incarnation of the M48 and
it included the mounting of an M68 105mm gun (British
L7) as used in the M6OA1. A low-profile, Israeli-type
cupola replaced the M1 Cupola/G305 Riser on the final
AS models, and the pintle-mounted .50-caliber MG that
was at the commander's position was often replaced with
a 7.62 M60D MG. The loader was also provided with an
M60D MG. Most of the M48A5 production run was
shipped to National Guard and Reserve units, but a few
active U.S. Army battalions in Korea also received these
tanks.

The M67 and MG67A1 were flame thrower versions of

This view of the M48A2 shows the re-routed exhaust system adopted for the rest of this series,

of the Patton Museum)

456 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Si en ce:
<P - >

these tanks. The M67 was based on the M48A1 and
mounted the M7-6 flame thrower, while the M67A1 was
based on the M48A2 and used the M7A1-6 flame
thrower. Both tanks mounted the flame thrower in place
of the main gun. The M67 was supplied to the Marine
Corps, while the Army used the M67A1.

The M48A1 sported a new cupola for the commander that allowed him to
fire his .50-caliber machine gun from an enclosed position. A small
tension idler was added between the drive sprocket and last road wheel.
(U.S. Army photo)

as well as the subsequent M60 series, (Photo courtesy

MEDIUM '

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- ‘

2 c . eee

The M48A5 was the ultimate development of the M48 series. The 90mm main gun was replaced with the 105mm gun used on the M60 series. The riser
with vision blocks under the commander's cupola was introduced on the late M48A3 vehicles. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 457

MEDIUM TANKS

re or

The centered driver's hatch used on this family of vehicles is clearly seen under the main gun in this

Photo of an M48A3. The M48A3s were recycled

M48A\s, with the major update being the installation of a new diesel engine in place of the old gasoline engine. (U.S. Army photo)

The M48 is a formidable fighting machine, still in
front-line service in many parts of the world.

GENERAL DATA

MODEL M48
WEIGHT*

LENGTH

WIDTH

HEIGHT

TRACK

STD TRACK WIDTH
CREW

MAX SPEED

FUEL CAPY
RANGE
ELECTRICAL
TRANSMISSION
SPEEDS

TURNING

RADIUS FT.
ARMAMENT.

MAIN

M48A1
104,000
343 23/32
143

123 5/16
115

200

24 neg

2F, 1R
pivot

M48A2C M48A3
105,000 104,000
342 342

143 143
121.625 121.625
115 115,

28 28

_ 4

30 30

335 335

160 160
24neg 24neg

2F, 1R

30
335
160
24 neg

2F,1R 2F,1R

pivot pivot pivot

1x 90mm 1x90mm 1x90mm 1x 90mm_flamethrw.
SECONDARY 1 x 30 cal 1x .30 cal 1x .30 cal 1 x .30 cal 1 x .30 cal
FLEXIBLE 1x .50 cal 1x .50 cal 1 x .50 cal 1 x .50 cal 1 x .50 cal
Overall dimensions listed in inches. Measure with main gun facing

forward, and anti-aircraft machine gun mounted.
*Fighting weight.

NGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

Continental AVSI-1790-5B -7 -7B -7¢ -8
90-degree V-12

1,791.75

810 @ 2800 rpm

458 STANDARD CATALOG OF U.s. MILITARY VEHICLES

TORQUE

1,560 Ibs.-ft. @ 2400 rpm
GOVERNED SPEED (rpm)

2800

RADIO EQUIPMENT: Many radio sets were used through the long
life of the M48 family. Among the typical installations would have been:
AN/GRC-3-4-7 or 8 or AN/VRC-47, AN/ARC27 or AN/VRC-24 radio sets.

No reported sales.

The poor economy of the gasoline-powered versions of this series”
inspired the development of these auxliiary fuel racks, introduced on the
M48A1. They held four drums of gasoline on the rear of the tank, and could
be quickly released in a combat situation. (U.S. Army Photo)

> M60 Tank

Development of the M60 series of tanks began in
response to the Soviet T-54. The new M60 was patterned
along the lines of the very successful M48 series, with
the major improvement being the adoption of an
Americanized version of the British L7 105mm cannon,
known as the M68 semi-automatic 105mm gun. The M1
Abrams tank used this same gun, while the later
MI1A1/A2 was upgunned with a new 120mm gun.

The first M60 entered production at the Chrysler-
managed Detroit Tank Arsenal in 1960. Production
continued until 1986, by which time over 15,000 of these
reliable tanks had been built. The M60 was to remain in
the U.S. Army’s stable until 1999, and soldiers on
around the world in the hands of our allies. The U.S.
Marine Corps used the M60 even longer.

The only crewman housed in the hull of the M60,
which was made from five large steel castings that have
been welded together, was the driver. As with most
modern U.S. tanks, the balance of the crew of four rode
in the turret; a gunner to the right, the commander
directly behind him, and the loader on the left of the
105mm gun. All the tanks of the M60 series used a 12-
cylinder AFDS-1790 diesel engine. This engine is a fuel
injected and turbosupercharged 90-degree V-12.

Production began at Detroit Arsenal after testing for
the pilot M60 tanks at Aberdeen Proving Ground was
completed in late 1959. Only 2,205 of the original M60s
were built before they were superceded by the M60A1.

The M60A1 had an elongated turret to provide a
better ballistic shape and more interior room. Changes

=_ =

STANDARD CATALOG OF U.S. MILITARY VEHICLES

MEDIUM TANKS

were made in the suspension of the M60A1, with friction
snubbers added on the first and sixth road wheel arms.
Internally, improvements were made to the drivers
controls and gun-laying systems, and the new
Continental AVDS-1790-2A engine was installed, which
reduced exhaust smoke and fuel consumption. This
vehicle was classified standard as the 105mm Gun Full
Tracked Combat Tank M60A1 on October 22, 1961.

The M6OAI remained in production until 1980.

The unusual-looking M60A2 was the result of efforts
to build a heavier-hitting, longer-range, tank-killing
tank. The M60A2 was armed with a gun/launcher for
the 152mm Shillelagh missile. The missile was developed
by the Aeroneutronics Division of the Ford Motor
Company, and went into production in the late 1960s.

The missile was ejected from the launcher tube at
approximately 260 feet per second (fps) and then the
solid rocket motor fired, which increased its velocity to
1,060 fps. The missile was guided by an infrared
tracking system and flew a line of sight trajectory. As
long as the gunner kept the target in his sights, the
missile would home in on it. However, the tracking
system was not effective at ranges less than 600 meters,
so at those ranges the conventional munitions were
brought into play.

Starting in 1973, Detroit Arsenal converted 526
M60A1 tanks into M60A2 variants. This work was
completed in 1975, and the tanks were issued to troops
starting in 1974, with European deployment in 1975.
The perceived unreliability of the M60A2 made the tank
unpopular, and its complexity earned it the nickname
“starship.”

As problems mounted with the ill-fated MBT70
program, the need to update the M60 series yet again

s e . = ~ F are = eee ae
The M60 is easily distinguished from the rest of the series by the relatively short overhang of the turret bustle. (Photo courtesy of the Patton Museum)

459

MEDIUM TANKS

became apparent. Initial upgrades included improved air
cleaners, and new 1142 steel track with replaceable
rubber track pads. This was quickly followed by an
improved suspension, a laser range finder, a more
powerful -2C RISE (Reliability Improved Select
Equipment) power plant, and numerous other upgrades.

The M60A3 also had British-designed M239 grenade
launchers mounted externally on the turret, which were
not present on the M60 and M6O0A1. On May 10, 1979
the improved vehicle was type classified standard as the
105mm Gun Full-tracked Combat Tank M60A3.
Production began soon thereafter.

As secondary armament, the tank has a M240
coaxial machine gun on the left of the 105, and the
venerable .50-caliber MG in the commander's cupola.

The M60 was not used in Vietnam, although some
support variants, such as bridge launchers and engineer
vehicles, were.

GENERAL DATA

MODEL M60 M60A1 M60A2
WEIGHT* 102,000 Ibs. 106,000 Ibs. 102,000 Ibs.
MAX TOWED LOAD 64,000 Ibs. 64,000 Ibs. 64,000 Ibs.
LENGTH 366.5 371.5 286.85
WIDTH 143 143 143
HEIGHT 126.34 128.23 130.31
TRACK 115 115 115

STD TRACK WIDTH 28 28 28

CREW 4 4 4

MAX SPEED 30 mph 30 mph 30 mph

The odd shape of the M60A2 turret pl

resented a small target for the enemy and, as originally configured, a low Profile as well,

FUEL CAPY 375 gal 375 gal 375 gla
RANGE 250 mi 310 mi 250 mi
ELECTRICAL 24 neg 24 neg 24 neg
TRANSMISSION

SPEEDS 2F,1R 2F,1R 2F,1R
TURNING :
RADIUS FT. pivot pivot pivot
ARMAMENT

MAIN 105mm 105mm 105mm
SECONDARY 1x .30 cal 1x .30 cal 1x .30 cal
FLEXIBLE 1 x .50 cal 1x .50 cal 1 x .50 cal

Overall dimensions listed in inches. Measured with main gun facing
forward, and antiaircraft machine gun mounted.

*Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL
NUMBER OF CYLINDERS
CUBIC-INCH DISPLACEMENT
HORSEPOWER

TORQUE

GOVERNED SPEED (rpm)

Continental AVDS-1790-2
90 degree V-12

1,791

750 @ 2400 rpm

1,710 Ibs.-ft. @ 1800 rpm
2400

RADIO EQUIPMENT: Many radio sets were used through the long
life of the M60 family. Among the typical installations would have been:
AN/GRC-3-4-7 or 8 OR AN/VRC-47, AN/ARC27 or AN/VRC-24 radio sets.

VALUES

No reported sales.

“= Lie
tank entered production the addition of a tall commander's cupola made it almost the same height as its convention: by the eae

(U.S. Army photo)

460 STANDARD CATALOG OF U.S. MILITARY VEHICLES

tionally armed siblings.

MEDIUM TANKS

pea eee

An M60A‘1 is being test driven at the Detroit Arsenal before final painting. Compare the length of the turret of this vehicle to that of the original M60.
(U.S. Army photo)

“ot

«&

Ail

! 1 dss Ta 1 an

a | Al
es

me
The unusual shape of the M60A2 turret is apparent in this overhead view, as is the short length of the 152mm Shillelagh gun launcher. The advanced
weapon, and associated sophisticated electronics, earned the M60A2 the nickname “starship.” (U.S. Army photo)

MAIN BATTLE TANKS

M103 Heavy, Tank

The M103 heavy tank was built to counter to the
Russian JS III heavy tanks. Although only 400 were
produced, the M103 was by far the heaviest tank fielded
by the U.S. until the M1 Abrams many years later.

Due primarily to main gun-related problems, the
development model failed its trials with the Armor Board
at Ft. Knox. More than 100 changes were made, and the
vehicle was placed into production as the M103. The
M103 closely resembles an oversized M48. The M103
had one more road wheel than the M48 and had six
return rollers per side.

One of the tank’s major shortcomings was its engine,
which was the same power plant that powered the M47.
The massive M103 was grossly underpowered. The
turret, however, was all new and huge in order to house
its 120mm main gun and its tremendous recoil. Unlike
most tanks, the powerful 120mm gun used tow part
ammunition, with separate powder and projectile. For
this reason there were two loaders in the turret, with the
commander and gunner seated in the very large turret

This side view of the M103A1E1, later known as the M103,

4G2 STANDARD CATALOG OF U.S. MILITARY VEHICLES

t }|A2, shows the uneven s|
the commander's machine gun, which had been remotely controlled on the earlie:

bustle. On top of the turret was a remotely operated
machine gun.

The U.S. Marine Corps was very interested in this
heavy tank, and further developed it. This improved tank
was classified M103A1, and 218 of the M103s were
upgraded to this standard. The M103A1 had a slightly
different shape to its turret than its predecessor.
Internally, the most noticeable change for the crew was
the addition of a turret basket. The commander's
machine gun lost its remote control feature. The Army
borrowed 72 of these vehicles and deployed them in
Europe from 1959 until 1962. The Marine Corps used its
vehicles to supply one heavy tank company to each tank
battalion beginning 1958-1959.

The final upgrade to this family was the M103A1E1,
later classified as M103A2. This upgrade amounted to
the installation of the AVDS-1790-2AD diesel engine and
CD-850 transmission, as used in the M48A3. This was a
more compact power train than the original, and allowed
larger fuel tanks to be installed in the engine
compartment. The change in engines resulted in a
reshaped rear engine deck that resembled that of the
diesel-powered M48A3 and M60. The Marines converted
153 of their M103A1s into these M103A2s and used
them up to 1972.

Pacing of both the return rollers and the toad w
st models. (Photo courtesy of the Patton Museu gre Np

MAIN BATTLE TANKS

GENERAL DATA

MODEL M103 M103A1 M103A2
WEIGHT" 125,750 lbs. 125,750 Ibs. 128,000 Ibs.
LENGTH 445.5 445.5 445.5
WIDTH 148 148 148
HEIGHT 113.375 113.375 113.375
TRACK 115 115 115
CREW 5 5 5
MAX SPEED 25 mph 25 mph 23 mph
FUEL CAPY 268 gal 268 gal 440 gal
RANGE 80 mi 80 mi 300 mi
ELECTRICAL 24 neg 24 neg 24 neg
CROSSDRIVE
SPEEDS 2F,1R 2F,1R 2F,1R
TURNING
RADIUS FT. pivot pivot pivot
ARMAMENT
MAIN 120mm 120mm 120mm
SECONDARY 2x .30 1x .30 2x .30
The clean rear armor and evenly spaced return rollers of the M103 are
FLEXIBLE 1x .50 1x .50 1x.50 visible in this view of the Ft. Hood M103 tank.

Overall dimensions listed in inches. Measured with main gun facing
forward and antiaircraft machine gun mounted.

“Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL Continental AV-1790-5B -7C
NUMBER OF CYLINDERS V-12, 90-degree
CUBIC-INCH DISPLACEMENT 1,791

HORSEPOWER 810 @ 2800 rpm

TORQUE 1590 Ibs.-ft. @ 2200 rpm
ENGINE MAKE/MODEL Continental AVDS-1790 -2A
NUMBER OF CYLINDERS V-12, 90-degree
CUBIC-INCH DISPLACEMENT 1,791

HORSEPOWER 750 @ 2400 rpm

TORQUE 1590 Ibs.-ft. @ 2200 rpm

RADIO EQUIPMENT: Many radio sets were used through the
long life of the M48 family. Among the typical installations would
have been: AN/GRC-3-4-7 or 8, or AN/VRC-47, AN/ARC27 or
AN/VRC-24 and AN/VIA-1 radio sets.

VALUES

No reported sales

iy iy . . . hes +0
This M103 is on display at the Fourth Infantry Division Museum at Fort Hood, Texas. The great weight of the tank has caused a failure of one of the
torsion bars, resulting in the unusual road wheel position. The smaller tank beside it is its contemporary, the M48A1.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 463

MAIN BATTLE TANKS

'’M1 Abrams

The M1 Abrams Main Battle Tank (MBT) was named
in honor General Creighton W. Abrams, a former Army
chief of staff and commander of the 37th Armored
Battalion, and a proponent of the advanced armored
crew protection. The Abrams is the current U.S. military
first-line tank, and has been supplied to a few foreign
nations as well.

The Abrams was designed to be able to defeat any
other tank in the world, under any conditions. It’s
sophisticated, classified armor system not only protects
the crew, but also makes the tank itself difficult to knock
out.

In addition to the armor, the Abram’s crew is also
protected by the layout of its ammunition stowage, with
the majority of the main gun ammunition in the turret
bustle behind a bulkhead. In the event of an ammunition
explosion, blow-off panels in the turret bustle’s roof
would vent the explosion out of the tank while the
bulkhead doors protected the crew from danger. During
operation, the ammunition is reached through fast-

closing access doors. The operation time for these doors
is 250 milliseconds. This system was proven effective in
the Gulf War when several Abrams were inadvertently
struck with Hellfire missiles.

The first prototype of the M1, known as the XM1,
underwent testing in 1976, and the tank was first issued
in February 1980. Chobham spaced armor (ceramic
blocks set in resin between layers of conventional armor)
provides protection against most anti-tank rounds. The
powerful gas turbine engine, while having high fuel
consumption, makes the tank fast. The main gun is
equipped with a sophisticated fire control system that
makes for accurate shooting on the move. Thermal-
imaging night sights allow around-the-clock accurate
fire, especially when combined with the Abram’s laser
range finder and digital ballistic computer.

The Lima Tank Plant and the Detroit Arsenal
manufactured more than 2,300 of the 62-ton M1 tanks
by the start of 1985, when the new version, the MIA1,
went into production. The M1A1 increased the main gun
size to 120mm, had a new turret, and had improved
armor.

In addition to all the M1A1 features, the M1A2 has a
commander's independent thermal viewer, position

The latest generation of the Abrams, the M1A2, kicks up dust while on maneuvers. (us. Army photo)

AGA STANDARD CATALOG OF U.S. MILITARY VEHICLES

navigation equipment, and a digital data bus and radio
interface unit providing a common picture among M1A2s
on the battlefield.

The Army is upgrading approximately 1,000 older
M1 tanks to the MIA2 configuration, and the entire
Abrams family is expected to remain in service at least
another 20 years.

GENERAL DAT,

MODEL M1 M1A1 M1A2
WEIGHT* 120,000 Ibs. 126,000 Ibs. 140,000 Ibs.
LENGTH 384.5 387 387
WIDTH 143.8 144 144
HEIGHT 113.6 113.6 113.6
TRACK 112 112 112
STD TRACK WIDTH 25 25 25
CREW 4 4 4

MAX SPEED 45 mph 42 mph 42 mph
FUEL CAPY 500 gal 500 gal 500 gal
RANGE 275 mi 275 mi 265 mi
ELECTRICAL 24 neg 24 neg 24 neg

TRANSMISSION

SPEEDS 4F, 2R
TURNING

RADIUS FT pivot
ARMAMENT

MAIN 105mm
SECONDARY 2x 7.62mm
FLEXIBLE 1x .50 cal

MAIN BATTLE TANKS

4F, 2R 4F, 2R
pivot pivot
120mm 120mm

2x 7.62mm 2x 762mm

1x .50 cal 1x 50 cal

Overall dimensions listed in inches. Measured with main gun facing

*Fighting weight.

ENGINE DATA

ENGINE MAKE/MODEL
HORSEPOWER
TORQUE

Not available to collectors

forward, and antiaircraft machine gun mounted.

Textron Lycoming AGT
1,500 @ 30000 rpm
3,800 Ibs.-ft

The M1 has a distinctly angular shape compared to earlier tanks. (U.S. Army photo)

ARD CATALOG OF U.S. }

ILITARY VEHICLES 465

MAIN BATTLE TAN

The 120mm German Rheinmetall-designed smoothbore main
operation Desert Storm. (U.S. Army photo)

gun was introduced on the M1A1. This version of the Abrams would see extensive use in

AGG STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 1

APPENDIX I

MACHINE GUN MOUNTS FOR U.S.
TACTICAL WHEELED VEHICLES

Machine Gun Mounts For Jeeps
Pedestal Mounts

The idea of mounting an antiaircraft machine gun on
the 1/4-ton reconnaissance vehicle is as old as the
vehicle itself. As early as March, 1941 tests were being
done at Aberdeen Proving Ground toward that end. The
first reasonably successful attempt at providing a
machine gun mount on 1/4-ton reconnaissance vehicle
was the T47 pedestal mount. The T47 consisted of a
single-braced tubular pedestal and the D38579 Pintle
group.

According to the APG Report 5626/1, the mount was
unstable during early test firing and two braces were
added to bring the rigidity within the limits of the
suspension characteristics of the 1/4-ton, 4x4 truck. It
was recommended that the pedestal be modified to
include braces similar to those added during the test.
This triple-braced configuration of the T47 was
standardized as the M31 Pedestal Mount.

James Cunningham, Sons and Company began
production of the M31 mounts in 1942. This firm was
the only known supplier of the M31 mount, and
produced 31,653 of these mounts before it was replaced
in production by the M31C.

The M31 used the same D38579 pintle and D38571
tray, as did the previously developed M24 mount used in
Dodge trucks. The pintle was placed in a socket at the
top of the pedestal and secured with a clamping screw. A
travel lock was provided which would hold either a .30-
caliber or .50-caliber machine gun level. The two
supports, A303165, were to be welded to the outside of
the Jeep frame to provide solid support.

When the M31 was redesigned to use the D90045
cradle and pintle assembly in March 1945, it became
known as the M31C. At the same time, the ammunition
box tray was changed to the D90078. The D90045 cradle
and pintle, with the D90078, were together known as the
E10014 cradle, pintle and ammunition box tray
assembly. James Cunningham, Sons and Company was
again the supplier of these mounts.

When the M38 began replacing the WWII era G-503
Jeeps, it became necessary to develop a mount for these
vehicles. This mount was the M31A1. The braces were
different, as were the base and under-floor components.
The M38 lacked the machine gun plate that was welded
to the frame of the G-503 vehicles, which caused the
addition of various components to the M31A1 kit. Many
of the earlier M31C mounts were converted to M31A1
standards following MWO A55-W-19.

The M31A2 pedestal mount was developed for the
M38A1 vehicle. This amounted to taking a M31A1 mount
and converting it back to a M31C.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

As the M60 7.62mm machine gun was introduced,
the mount had to be adapted to accept the new weapon.
This was done by re-introducing the D38759 Y-cradle
and adding a newly manufactured SK-261 platform
assembly.

As the M151 series became the Army’s standard
1/4-ton truck, a new mount was developed for it. The
pedestal itself was the M4. There are some documented
instances of the M31C mount being installed in M151
vehicles as well, although the M4 was the recommended
mount.

Bracket Mounts

In addition to the pedestal mounts mentioned
previously, there was another type of machine gun
mounting developed for the Jeep during WWII: the M48
bracket mount. This mount would allow the fitting of a
.30-caliber M1919A4 machine gun or M1918A2 BAR to
the dashboard of the Jeep. The mounting could not
withstand the recoil of the .50-caliber M2.

The standard pintle for use with the M48 was the
D38579, although certain other pintles would fit. An
E6288 adapter supported the ammunition box.
Installation of the M48 bracket mount necessitated the
relocation of the windshield-mounted universal rifle
holder, if so equipped. Its new location was vertical on
the left side of the vehicle. The shortcoming of the M48
was the limited field of fire.

Machine Gun Mounts For Dodge Trucks
The G-505 1/2-Ton Series

The first of the classic Dodge (Fargo) tactical vehicles
to be armed in the WWII era were the G-505 series 1/2-
ton trucks. These trucks, when armed, were fitted with
the M24 pedestal mount. This mount, like the rest of the
M24 family, was designed for use with the BAR, .30-
caliber machine gun, .30-caliber liquid cooled machine
gun, and the Browning M2HB .50-caliber machine gun.

A unique feature of the M24 mount is the inclusion
of a storage point for the pintle when it is not installed in
the socket. Often, the cab of the truck must be slightly
notched to accommodate the installation of the gun
mount.

The G-502 3/4-Ton Series

The WWII era 3/4-ton Dodge trucks, when they
mounted weapons, initially used the M24A1 Pedestal
Mount. The M24A1 eliminated the storage socket, and
used a reshaped base to the tube that was bevel cut
rather than being supported at the base.

The M24A2 pedestal mount superceded the M24A1
when it was standardized per OCM 22263 on December
2, 1943. The M24A2’s improvements included additional
vertical reinforcements near the outer edges and across
the top of the supporting structure. These mounts were
installed across the front of the bed, just behind the

467

APPENDIX 1

driver's seat. It was a fabricated steel structure, with a
cast-steel socket to receive the pintle.

The installation of this mount tended to make the
truck look a little awkward, and interfered not only with
the easy moving from front to rear of the truck, but with
the cargo canvas installation as well.

G-741 3/4-Ton Series

With the introduction of the M-37-type vehicles came
a new version of the M24 mount. The additional width of
the bed meant that the old mounts would no longer fit.
The M24A3 mount solved this problem. The extensions
on the end of the mount reached the edge of the M37 and
M42 beds. This mount was intended to be installed
across the front of the bed, and like its predecessors, was
supported by the ends as well as bolting to the floor of
the vehicle. However, these mounts were designed to be
installed backwards compared to their predecessors,
with the “post” on the in-bed side.

Still, operation of the weapon by the co-driver was
awkward at best, requiring them to climb into the back
of the truck in most instances.

G-507 (The Big Dodge)

Dodge Brothers’ big tactical truck, the G-507 family
of WC-62 and WC-63, had its own antiaircraft mount
designed for it in the M50 ring mount. This mount was
standardized 24052 on April 22, 1944.

This mount used the same heavy M49 ring, trolley
and pintle as the mounts used on the GMC CCKW anda
wide variety of other vehicles covered later in this
section. The mounting legs were made especially for the
antiaircraft application. This mount was designed to be
operated by the co-driver, who was expected to stand in
the center of the ring. The post-WWII M49 ring is slightly
heavier constructed than its older WWII predecessor.
Also, the flange that is used to bolt the ring to the
mounting posts is interrupted. There are rings that have
a continuous flange (M49C ring) designed for mounting
on armored vehicles.

The M24A2 pedestal mount, as used on lighter
Dodges, could be used on WC-62s and -63s instead of
the M50 ring mount. In fact, prior to the April 1944
approval of the M50, the only authorized mount for these
big Dodges was the M24A2, which was authorized for
this application on December 2, 1943, by OCM 22263.

Machine Gun Mounts for 6x6 Trucks

The antiaircraft armament of 6x6 trucks is usually a
.50-caliber M2 HB machine gun, traversing on a ring,
supported by a structure over the truck’s cab.

Rings

The ring itself could be one of several styles of the
M49, or an M66, or an M66C, with the supporting
structure varying widely depending on the vehicle
application.

M49

The M49 ring is the most common, and allows the
weapon to be elevated 80 degrees, or depressed 20
degrees. Carriage assembly D40721 was intended to be

AGS STANDARD CATALOG OF U.S. MILITARY VEHICLES

used with the M49 ring, and allowed the weapon to be
traversed around the gunner, as well as being pivoted on
its pintle. The pintle assembly used was the D40733,
which was the weapon mount proper. Initially, the
ammunition supply was supported by tray D40731, but
that tray was later superceded by tray D90078.

M49C
A“C” as the suffix behind the M49 indicates that the

ring has a continuous bolt flange around it. This flange
is used to mount the ring on the roof of a vehicle, such
as high-speed tractors and the M26 Pacific tractor.

M49A1

An “Al” suffix attached to the M49 model number
denotes that that particular ring is equipped with a
backrest for the gunner to lean against. This backrest
rotated in conjunction with the pintle and was intended
to provide a better means of tracking opposing aircraft.
The ring itself and supports are identical to those used
in the standard mounts.

M66

The M49A1 was recognized as a considerable
improvement over the basic M49, and this idea was
expanded to a bearing-equipped mount. It was initially
made of steel, and in two versions. The T106 which used
roller bearings, and the T106E1 used ball bearings. This
mount was standardized as the M66 mount. While the
mount was ballistically and operationally superior to the
M49 mount, its great weight (276 lbs.) precluded its use
on trucks. Keep in mind the pintle, machine gun and
ammunition add another 255 Ibs.

In March 1944, work began on aluminum versions of
these mounts: the T108 and the T108E1. Like the T106
series, the T108 had roller bearings, and the T108E1 ball
bearings.

Adding an M66 mount to a G-742 series truck, or
809 series truck, required a 2590-01-322-2694 cab
reinforcement kit in addition to the 1005-01-226-4589
mounting kit. The M939 series trucks used the
mounting kit 1005-01-432-3339 and the cab
reinforcement kit 2590-01-436-9144,

Mounts

The most common mounting is the M36 truck
mount. In its original form, the cast track support
brackets were bolted to the posts. In later production
these brackets were bolted to the posts. It was used with
the following open-cabbed only vehicles:

— CCKW both long and short wheelbase

— AFKWkX cab-over-engine truck

— DUKW amphibian truck

— Studebaker and Reo US6 cargo truck

— Diamond T 968 and 969 4-ton trucks

— Federal and Autocar 4-, 5-, and 6-ton tractors
— Corbitt and White 6-ton 6x6 prime mover

— Mack 7 1/2-ton 6x6 prime mover

— MIAI heavy wrecker

— M20 6x4 12-ton Diamond T

The M36A1 was a later development with a new
mounting ring bracket. It was designed for use on the M
series 6x6 trucks. The M36A1 had a different mounting
ring bracket.

The M32 mount was used on long-wheelbase, closed-
cab 2 1/2-ton 6x6 trucks with conventional steel cargo
bodies. This was the first mounting giving 360-degree
antiaircraft coverage from a truck.

The M37 mount was designed for use with closed-
cab, short-wheelbase 6x6 trucks with steel cargo bodies.
The M37Al1 was used on the wooden-bodied, short
wheelbase deuces, and the M37A2 was used on the long-
wheelbase, wood-bodied trucks.

Some of the more elusive of the WWII era mountings
are:

— M37A3 mount, which was used on CCKW fuel and
water tanker trucks.

— M56 mount, designed for the closed cab 4-ton
Diamond T.

— M57 mount, used with closed-cab White 666 tanker
trucks, as well as the 4-5-ton 4x4 tractor and 5-6-ton
4x4 tractor. The 6-ton 6x6 prime mover could use this
mount as well.

— M58 was used on the Corbitt 50SD6 6-ton 6x6 prime
mover, as well as the 6-ton Whites that used the M57
mounts.

— M59, which fits the closed cab G-547 Brockway and
Ward La France B666 6-ton trucks.

— M60 mount, used on 4-5-ton Federal tractors, as well
as 4-ton closed-cabbed 6x6 cargo and wrecker trucks.

— M61 mount, used with the 4-5- and 5-6-ton Autocar
4x4 tractors with closed cab, as well as 6-ton 6x6
prime movers.

Pintles And Cradles, But Not Hooks

The D7431 cradle is the most elaborate weapon
mounting used with the pedestal mounts. It was
designed for use with the M1917Al1 water-cooled
machine gun, but also could be used with other
weapons. This would be more appropriate for an early
war vehicle than for late production, and appears to not
have been used with Jeeps, although it was with Dodge
trucks.

The next mounting used the pintle D38579, which is
a plain “fork.” These were used with the M2HB .50-
caliber, the Browning .30-caliber M1919A4, and the
M1918A2 BAR. The obvious shortcoming of this type
pintle is the total lack of a provision to hold an
ammunition box when used with a belt-fed weapon. This
is the type of pintle shown in figure 41.

Introduced later in WWII and used for many years,
the E10014 was a combination cradle, pintle, and
ammunition box tray. It was originally developed for the
M24A2 and A3 pedestal mounts, and later used with the

STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 1

MSIC series pedestal mount. It is commonly called the
.380/.50-caliber cradle.

Similar to the D40733 cradle used on the M49 ring
mount, the E10014 consisted of the D90078 tray,
combined with either the D90045 welded and fabricated
or 7068880 cast-steel cradle and pintle.

The cradle/pintle D40733, erroneously referred to in
some references as a 7068880, was the type of pintle
used with the M49 ring mount. A weapon mounted in
this cradle assembly is capable of 85-degree elevation
and 30-degree depression. It includes a provision for
travel lock in either horizontal or vertical positions.

The shank of the D40733 pintle, made to be used
with the ring mount, is much longer than that of the
E10014, used with the pedestal mount.

The M142 pintle was developed specifically to mount
the M60 7.62mm machine gun in 1/4-ton trucks. The
M142 is usually used with the M4 pedestal mount,
although it can also be used to affix the M60 to the M31
series mounts.

What Not To Do

The installation of weapons or mounts on vehicles
carrying the red cross is forbidden by Army regulations,
so its not appropriate to arm your ambulance.

While GIs in combat are ingenious and resourceful,
my research thus far has not found official authorization
for Jeep (M31) or half-track (M25) type post mounts in
any of the Dodges, in neither bed, nor on running board.

If you are considering doing this, and entering the
vehicle for judging, bring a period photograph to support
this field modification.

Weapons

A variety of weapons could be used on these mounts.
Which weapon you select should be guided by the era the
vehicle represents, as well what usage the vehicle
represents. A vehicle marked for a laundry unit at Camp
Ripley, Minnesota, would not have been equipped with a
weapon mount.

Live weapons, either in their fully automatic form, or
modified to semi-automatic, tend to be expensive, to the
point of often exceeding the cost of the truck. Dummy
weapons are substantially less expensive, and are
available in a variety of grades from a variety sources.

Values

The correct original pedestal mount, with all
accessories, cradle and pintle, will add $600 to $1,000 to
a vehicle’s value.

The proper ring mount, with all accessories, carriage,
cradle, and pintle, will add $800 to $1,300 to a vehicle's
value.

46¢

APPENDIX 1

~PINTLE, ASSEMBLY = 38579

PIN - BFEXIH

PIN ~ BFAX1 EH

COLUMN - C5518
LOCK - C55526._

SCREW. - BCAX!DE

NUT - BBAXID — }.

WASHER ~ BECXIL} {SCREW - BCBXIDD

INUT = BBSX4AD

BRACE - C55520

SCREW
BCAXIEE

Ss
WASHER « BECXM

BRACE ~ 826371?

SUPPORT «
(A303165

NUT’. BBAXIE J SCREW BCAXIEE

=a SUPPORT - A303165
WASHER - BECXIM
NUT - BBAXIE
es RA PD 70370

The M31 mount had braces, some secured to brackets added
under the Jeep floor. This bracing overcame the T47’s instability
during firing.

The M31C was an improvement of the M31, enabling it to use the
£10014 cradle, pintle, and ammunition box assembly.

AZO STANDARD C.

OR COLUMN—C55518 :
8224375 PIN—103397 :
PIN—505469 oe PLATE—7069923
LocK—C55528-— 3

LSEREW =179259 :
PIN—AI91255 :
ms jNUT— be
rename SAEs
ils (8a) 30 a :.
WASHER —1088%
BRACE \ jBRACE=
ats oo \ 18263712
{BRACE
] 155520
sSCREW—
—213770 1217055.
Om WASHER—I0
~~ SUPPORT—A303165 :
— \ alae
NUT} }

—--------------4

~ 4
=a |
‘, |
- 1

> —-s CRADLE, PINTLE, &

AMMUNITION BOX TRA

- Tae ASSY—E10014 |

INCH:

*NOT USED iF BLOCK—6108910
AND SCREW — 5160712 ARE USED

TRAY, ASSY—D90078

CRADLE & PINTLE,
JASSY —7068880 (SHOWN)

PIN, ASSY?} OR
—7070293) CRADLE & PINTLE,
SCREW ASSY—D90045 (NOT SHOWN)
—5160712
OR

A237 508

'
!
i
'
!
'
'
1
i
i
!
{
'
(
1
'

NUT| _-@

5141173) —s
rae SOCKET—C74683
505492) :
mot ne —— “PIN—505468
—sioasi0l

—103047¢
PIN) "
By, 103374)
ON WASHER—103323
NUT—220068 WASHER— 103323

NUT—220068 ——""? RA PO 1300

The various components and individual
sevens oot nperen jal part numbers of the M31C are shown in

‘ALOG OF U.S. MILITARY VEHICLES

APPENDIX 1

Less well known and less effective than the pedestal mounts were the M48
bracket mounts. The field of fire with these units was extremely restricted

vy Bh blk) ge a

Like its predecessor, the M31C included reinforce-
ments that were to be welded to the frame of the Jeep.
The travel lock was used to hold the weapon horizontal
when not in use.

The T47 was the first reasonably successful mounting developed. It was
the basis for many mounts to come.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 47 ]

APPENDIX 1

oe]
d RIA 2036-43712
(1953) =

The M4 mount, shown here at a flea market, was
the weapon mounting designed for the M151
series of vehicles. Notice the box-like base that
spanned the area between the truck’s front
seats.

”
The M31A1 was the weapon mount devised for
the M38. Its under-floor brackets were com- The M31A1 lacked the travel lock that had been
pletely redesigned. furnished with the previous mounts.

“ PINTLE, ASSEMB
ar w LY
= 038579

SOCKET - C74683

PIN - A191255

SCREW - BCXX3CB — PLATE - A188102

BRACE - 8170676

SCREW - BEBXICG

NUT . BBSX2AE

[Bort . XQ
[BADX1DL *
[ WASHER
| BEBX2F

/ \ NUT - BBSX2AC
NUT - BESX4AE BASE. ASSEMBLY - C74682
This is the side of the of the M24 pedestal mount that was to be placed next to the bed

of the truck. This mount was installed between the bed and the cab of the 1/2-ton This is how the M24 looked installed in eve series Dodge.

Dodges. Notice the socket for st i
of Bryce Sunderiiny Storage of the pintle. (Photo courtesy

472 STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 1

AMMUNITION
BOX TRAY

SUPPORTING

STRUCTURE

RAPD 1647914

While the WWII 3/4-ton Dodge initially used the
Compare this rear view of an installed M24A1 with the similar photo of an installed M24. M24A1, at mid-war the M24A2 Pedestal Mount,
(National Archives and Records Administration photo) shown here, was introduced.

This is the front side of the M24A1 Pedestal Mount.
Compare the broad tapered vertical plate in the center to
the much narrower plate on the M24 mount. Also note the
omission of the pintle storage socket. (National Archives
and Records Administration photo)

7% - h .: -
The reinforcement at the base of the post of the M24 is one of the things

of a M24A1, were used to reinforce the bed. (National
that caused the cabs of trucks fitted with these to be notched. (Photo Archives and Records Administration photo)
courtesy of Bryce Sunderlin)

The two brackets, shown loose in this photo of the rear

STANDARD CATALOG OF U.S. MILITARY VEHICLES 473

APPENDIX 1

ah
This side view of an M24A1 installed in a VC Dodge gives an excellent

comparison to the M24. (National Archives and Records Administration
photo)

The M24A3 pedestal mount was developed for the G-741 (M37) series
vehicles. The mounting brackets on the ends of the upper cross-brace are
more substantial than their predecessors’. The angle bracket that forms
the base is also taller on the M24A3 than on the earlier mounts.

: on my RA PO 188026
5 The M50 ring mount was desi ned for the G-5i

to install the mount and retain the liquid container. (Photo colrieay of ein the big Dodge, the M50 looks MUCH cooler! For 100-

* 4 it
accurate installation, the bolts should have thei D fo
Jimmy McCall) Dodge-Chrysler-Plymouth-Desoto. (Photo from TM econo DePD for

AZA STANDARD CATALOG OF U.S. MILITARY VEHICLES

|
}

TRAY, ASSY—D90078
OR

TRAY, ASSY—D40731
sSCREW—

BRACKET—C).
\CKET—C len ext} 215992
N, p Gao
NuT—503350 ——~> a \

le R SCREW—

215955

\
)

CRADLE—ASSY—D40733

CARRIAGE, ASSY)
40721f

RING—D78542
sangeet
PLATE 7115034 °

—— RA PD 130144

The M49C ring assembly had a mounting flange around its perimeter. This
mount is not correct for a wheeled vehicle.

re yam |)
The M49A1 introduced the idea of providing the gunner with a backrest.
This has the early bolt-on track support brackets on this mount support.
Later brackets were welded to the uprights. (U.S. Army photo)

APPENDIX 1

Even though it was developed late in WWII, the M66 ring mount has only
recently become popular on wheeled vehicles. (U.S. Army photo)

CARRIAGE TRACK

AMMUNITION BOX TRAY

CRADLE

CARRIAGE

RA PD 134619A

This photo of an M49 from a TM 9-2016 shows the basic components of
almost all the ring mounts discussed in this appendix. Also shown are the
pintle, carriage assembly, and ammo tray.

These are the components of an early version of the M49A1. Notice the linkage that connects the backrest to the weapon carriage. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES

AGS

APPENDIX I

-_— a i
The M32’s elaborate bracing was required to absorb the recoil forces of the firing
weapon, and to support the weight of it in rugged off-road conditions. (U.S. Army

photo)

|
|
|

~ 169462

i >
The major components of the roller-bearing equipped M66 are
shown here. In addition to the two concentric cast steel rings, the
mount includes a large padded backrest and a special D80030
pintle. (U.S. Army photo)

weapon. Unlike the M32, only a small reinforcement extends to the rear of the front
of the bed. Variations of this mount were used on short-wheelbase trucks with
wooden beds, as well on long-wheelbase CCKW tanker trucks. (U.S. Army photo)

- ‘ € & =

3 “a.
on a closed-cabbed CCKW. The heavy metal support appears to extend from the backside of the bed

The M32 mount was used to install the M49 rin
front all the way over the cab. (U.S. Army photo.

476 STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 1

4 - J ‘ z. > . ;
The M36 mount was the most common ring mount used during WWII. It could be installed on all the open-cab 6x6 trucks the U.S. Army fielded during
WWII, including the DUKW. This November 1943 photo shows an early prototype of that mount installed on the vehicle that pioneered the military
standard open cab — the rare open-cab US6 Studebaker. (U.S. Army photo)

With the adoption of the Reo G-742, there came the
need fora ore: different mounting. This is an early
M36A1 machine gun mount installed on M34 cargo
truck. (U.S. Army photo)

Because the automatic transmission-equipped GMC G-749 trucks did not use the standard
military cab, it was necessary to create a mounting kit just for them. That kit was the M36A2,
shown here. (U.S. Army photo)

STANDARD CATALOG OF U.S. MILITARY VEHICLES 4.77

APPENDIX 1

The Corbitt 50SD6 6-ton 6x6 prime mover
had its own ring mount kit, the M58. The M58
could also be used in place of the M57. (U.S.
Army photo)

Ty ne wrew

The mount initially developed for the 4-ton Diamond T 6x6 truc 6
mounts developed later for other trucks could also be used. The roof top ring for the trucks cab was
included in all mounting kits M56-M61. (U.S. Army photo)

re a = _
The M59 mounting was used to provide antiaircraft defense for B666 bridge erection trucks.
Although in theory, 25 percent of U.S. 6x6 trucks were provided with weapons mounts, that
percen ae: was not universally applied. Trucks such as bridge erection trucks, which were used
in forward areas, were more frequently armed than those in rear areas. (U.S. Army photo)

This 4-5-ton Federal 94x43 tractor is equipped with
the M60 mount. These trucks were widely. ‘lise by
transportation units moving equipment from rear
areas to forward units. (U.S. Army photo)

once
The M57 mount was the mount of choice for White 6-ton 6x6s as well as
certain truck tractors. All of the ring mount kits for closed cabbed 6x6s are

hard to find now, especially those for trucks larger than 2 1/2 tons. (U.S.
Army photo)

AT STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPEND

The E10014 was a combination cradle, pintle, and amunition box tray that was
originally developed for the M24 pedestal mounts, but it soon found
widespread use, including the M31C.

ae nae.” = Wits
Autocar tractors used the M61 mount. The need to protect supply
convoys from air strikes was great, although it was generally conceded
that the vehicle would have to be stopped before there was any hope
of the antiaircraft gunner hitting his target. (U.S. Army photo)

TRAY, ASSY—D90078

CRADLE AND PINTLE, A ent de (SHOWN)

CRADLE AND PINTLE, ASSY—D90045 (NOT SHOWN)

The E10014 was actually an assembly of many components, including the D90078 tray, and either the D90045
welded or 7068880 cast-steel cradle and pintle.

The almost elegant D7431 cradle was used with the water-cooled .30-caliber machine gun and other weapons at the outset of World
War Il. This cradle was developed for the tripod mount 1917A1 and was also used with the M24 mount.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 479

APPENDIX 2

APPE

COLOR AND MARKINGS OF U
MILITARY VEHICLES

One of the biggest tasks for the military vehicle
restorer is selecting and applying the appropriate paint
and markings to a vehicle. The selection depends upon
the time frame the vehicle was built, and the time period
the restoration is to represent. An inappropriate or
improperly applied paint scheme can significantly
decrease a vehicle’s value, especially on larger vehicles,
where refinishing is a major expense. In the case of
camouflaged vehicles, the paint should follow the proper
camouflage pattern, and use the proper color
combination for the depicted unit's area of operation.

Solid OD Color Schemes 1941-1975

Documents located by Steve Zaloga at the National
Archives reveal that the Adjutant General made the
Quartermaster Corps responsible for paint procurement
and formulation on July 18, 1940. Four days prior to
this, the Corps of Engineers had been made responsible
for protective coloration. On October 12, 1940 it was
specified by the Quartermaster Corps that all new
material be painted in lusterless enamel. Prior to this,
per OCM 14022, November 1937, vehicles had been
painted in long oil (gloss) enamel. OCM 14022 specified
that the long oil was a substitute standard for peacetime
use only.

Although Pittsburgh Plate Glass (PPG) was the first
manufacturer and supplier of OD paints to the U.S.
Government in 1940, it was soon joined by others.
Although all the paints were made to Quartermaster
Specification ES-474 (E.S. = “engineering specification”),
and were to match Specification 3-1 Color Card
Supplements, slightly differing shades of Olive Drab were
due to manufacturing variations among suppliers
resulting from a known shortage of color cards in early
1942. Most of these paints appeared the same when first
applied, but the differences began to show up as the
paint weathered. Some faded towards yellow, some
brown, etc. The ES-474 specification was later
superceded by ES-680. It is important to note that ES-
474 was not a color spec, but rather a paint and painting
spec.

Olive drab was referred to on the Quartermaster
Specification 3-1 Color Card Supplements as color
number 22, the Corps of Engineers referring to the same
color as No. 9 Olive Drab. Responsibility for paint shifted
back to Ordnance October 21, 1942, and efforts were
immediately begun to revise the now 22-year-old Spec.
3-1. The result of this was the March 16, 1943, issuance
of Specification 3-1F/Color Card Supplement (Revision
1), which was officially adopted on April 21, 1943. For
the first time, the color card actually showed a flat finish
OD (prior to this, all the chips were gloss, even though
the specifications stated they were to be produced in a

480 STANDARD CATALOG OF U.S. MILITARY VEHICLES

NDIX 2

lusterless finish).

In January 1943, the Army Resources and
Production Division wanted to replace U.S. Army Air
Forces olive drab and Army Ground Forces olive drab
with a new color known as AN (Army/Navy) 319 Olive
Drab, which was the same color as Olive Drab number
22. However, the new paint lacked a characteristic of the
Air Force paint that inhibited infrared detection, so the
Army Air Force refused to adopt it.

In mid/late 1944, the paint composition was
changed, becoming very slightly glossy. Instead of the
rough, dead flat finish used previously, the new paint
had a very slight sheen. This type of paint sealed the
metal from the weather better than the flat finish, which
was slightly porous, had.

Army regulation 850-15, dated August 1, 1945,
introduced semigloss Olive Drab for the first time. The
paint spec was 3-181, amendment 3, type V Fed. stock
No. 52-E-7574 (1-gallon can). The regulation went on to
say that vehicles were only to be repainted in the
semigloss when repainting was otherwise required.
Further, Army Motors of September 1945 stated that the
semigloss would not be available through supply
channels for another 60 to 90 days. Therefore, it is
unlikely that any U.S. tactical vehicles painted semigloss
OD saw combat during WWII.

In 1950, the flat No. 22 Olive Drab was renamed
3412 and the semigloss became number 2430 in
conformance with TT-C-595, (Colors for Ready-Mixed
Paint). This system was created as a result of the Federal
Property and Administrative Services Act of 1949, which
provided that an agency be formed that would regulate
and specify standards for all types of government
procurements. This number system was similar in intent
to the later FS system, but used four-digit code
numbers. Olive Drab No. 2430 would remain the
standard color of U.S. tactical vehicles until 1956.

The standard that was created for paint was Federal
Standard 595. The new system assigned a five-digit code
to each color listed. This code provided differentiation
between flat, semigloss, and full gloss shades.

The first digit indicated the type of finish, 1 being
gloss, 2 was semigloss, and 3 was flat.

The second digit represented the color. Brown was
represented by 0, 1 was Red, 2 was Orange, 3 Yellow, 4
Green, 5 Blue, 6 Gray, 7 was miscellaneous, and 8 was
fluorescent.

The last three numbers were assigned in order of
increasing diffuse reflectance. In theory, colors with the
same last 4 numbers would be the same, only with a
different sheen. Unfortunately that was not always the
case, and Olive Drab was one of the exceptions.

When the colors were converted to the FS 595 five-
digit code, some were essentially the same color. The
numbers 2430 and 24087 were assigned to virtually the

APPENDIX 2

REAR View

TOP view
o 2 2

INCHES

This is the painting diagram for the MERDC camouflage of G-742 series 2 1/2-ton 6x6 cargo trucks. Even though the diagram shows camouflage on the

cargo canvas, the canvases were not actually painted.

same color through the various number systems. Other
colors disappeared completely.

On March 1, 1956, Federal Standard 595 containing
358 colors, was issued. With the FS system, the olive
drab 3412, formerly No. 22, was designated 34087.

Addendum 2 to FS 595 was issued on May 9, 1960,
by U.S. Army Signal Equipment Support Agency, so it is
not certain that it applied government-wide. This
addendum deleted the 14087, 24087, and 34087 Olive
drabs and replaced them with “interim” X-14087, X-
24087, and X-34087. It is possible that the shading error
was corrected at this time.

However, the Federal Color Standards are a living
document, and in 1968 FS595A was issued. More colors
were discontinued, and others added.

In January 1985, FS 595A was revised through
change 7. With this revision the error of having three
different shades as Olive Drab in one series was
corrected. Prior to this time, FS-14087 was a dark,
brownish-green, while lusterless FS-34087 was a light,
grayish green, and FS-24087 was neither.

To fix this problem, the whole 4087 color set was
deleted. In its place, two new sets were created:

The FS-4084 numbers were flat, gloss, and semigloss
colors that matched the old FS-14087 dark, brownish-
green.

The FS-4088 provided flat, gloss and semigloss
equivalents for the old FS-34087.

Also, in the January 1985 change 7, an equivalent to
the WWII flat Olive Drab made its first appearance on the
Federal Standard Color List. The new number assigned
to the old color was FS-33070.

To make matters even more confusing, when FS
595B was issued in 1989, the number 24087
reappeared, only it was a totally different color than the
listed in FS 595A. Thus, if you are restoring a late 1950s
through early ‘70s era vehicle, you must not only specify
the color number, but the standard number as well to
insure getting the correct color.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

The pre-1985 FS-595A 24087 is the post-1985 FS
24084, which is not the same as the post-1989 24087.

The point of this is, it is useless and foolish to order
paint by FS color number, without at the same time
specifying which FS standard you are referring to: FS-
595, FS-595A, or FS-595B. Without specifying, you have
a 66-percent chance of getting the wrong color.

So, what color should you paint your WWII Army
vehicle? Well, vehicle production information found by
Jim Gilmore in the Ford Archives, Fred Coldwell in the
Willys records, and myself at the National Archives and
Mack archives all reveal the same thing: During WWII,
all U.S. Army tactical vehicles were painted the same
color. The first GPW and the last GPW; the first MA, and
the last MB; the first NO, and the last NO—the same
paint color was used throughout WWII production.
There was no early, late, or gloss WWII shade of paint.

MERDC Four-Color Camo 1975-mid-1980s

The U.S. Army’s Mobility Equipment Research &
Development Command, working with the U.S. Army
Project Mobile Army Sensor Systems Test, Evaluation
and Review Project, developed a four-color camouflage
scheme. The directive initiating this was issued on 10
December 1971. From August 1972 until March 1973 a
team from MERDC was deployed to Fort Hood, Texas to
carry out work on this project. By 15 January 1973,
1400 of the vehicles at Fort Hood had _ been
experimentally painted in the new scheme. The result
was what has come to be known as the MERDC scheme,
or as collectors sometimes refer to it, the four-color camo
scheme. This was the scheme that replaced the
traditional Semi-Gloss Olive Drab #24087 “fear no evil”
scheme.

As early as WWI the Army had applied camouflage to
vehicles in certain theaters and certain missions, but the
MERDC scheme was the first time there was an Army-
wide mandate of a vehicular camouflage scheme. The
earliest reference to the Army-wide application of the

431

APPENDIX 2

ABBREVIATION COLOR
Ww White
oS Desert sand
Ss Sand
EY Earth yellow
ER Earth red
FD Field drab
EB Earth brown
= oo Olive drab
LG Light green
DG Dark green
FG Forest green
BL Black

ae oa - : The
This is a MERDC painting diagram for the M151 series Jeeps.

Here is a list of colors used in the MERDC paint scheme. numbers on the diagram correspond to the numbers in the left-hand
columns in the chart on page 484

COLOR DISTRIBUTION
45% | 45% | 5% 5%

CONDITION COLOR NUMBER

Winter US & Europe - verdant?

Tropics - verdant

Gray desert
Red desert
Winter Arctic

Notes:

1 y
Verdant means generally green—in summer due to trees, shrubs,
and grass; in winter due to evergreens.

aoe Pet ,
This color combination is for use only in areas that occasionally
have snow which does not completely cover the terrain,

thus leaving
trees or patches of soil bare.

3 This 5% color should be the camouflage color that matches most
closely the color of the soil in the local area. A typical color for
such use is sand, but earth red, earth yellow, or one of the others
may be closer to the predominant soil color and, in that case, should
be used.

With the MERDC scheme, the colors applied varied with the weather and terrain. This table was used to determine color Placement and usage.

4&2 STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 2

This M292 was painted following the diagram in figure 4. Although there was some slight variation, as a rule the painting diagrams were followed

fairly closely.

DO NOT PAINT

FEET TA031678

Each type of vehicle had a MERDC painting diagram designed for it. This is for expansible van trucks, such as the M291 and M292.

STANDARD CATALOG OF U.S. MILITARY VEHICLES 483

APPENDIX 2

four-color camouflage scheme I can find a reference to is
TC 5-200, dated August 28, 1975. Complete painting
instructions in the four-color scheme are found in TB
43-0209, October 29, 1976. TB 43-0209 is noted on its
front page as replacing TB 746-93-1, October 26, 1964
(which is the specification for the overall 24087 scheme).
Since the bulk of the U.S. troops were pulled out of
Vietnam in 1973, it is unlikely that any vehicles wearing
four-color camouflage saw service there.

The camouflage patterns consist of wavy, irregular
patches of color. The colors used for the patterns have
been selected from the standard camouflage colors. The
color numbers (1-12) were used in conjunction with the
painting diagrams to determine the placement of these
standard colors.

Color Code Conversion Used In
MERDC Scheme

National Stock Number FS595A

Color 5 Gallon 1 Gallon Color Code
Desert Sand —_8010-00-111-8353 8010-00-111-8004 33637
Sand 8010-00-111-8336 8010-00-111-7988 30277
Earth Yellow 8010-00-111-8130 8010-00-111-7968 30257
Earth Red 8010-00-111-8345 8010-00-111-8003 30117
Field Drab 8010-00-111-8129 8010-00-111-7943 30118
Earth Brown 8010-00-111-8338 8010-00-111-7998 30099
Olive Drab 8010-00-111-8069 8010-00-111-7940 34087
Light Green 8010-00-111-8007 8010-00-111-7930 34151
Dark Green 8010-00-111-8042 8010-00-111-7938 34102
Forest Green 8010-00-111-8010 8010-00-111-7937 34079
Black 8010-00-111-8356 8010-00-111-8005 37038

Contemporary Army literature touted the advantages
that the new paint scheme offered, including breaking
up the signature characteristics of interior shadows,
corners, angles, and straight lines. Considerable
research was put into developing special patterns for
each type of vehicle to maximize the camouflage
pattern’s effectiveness. Unlike both the previous primary
paint colors (24087, used from 1957 until the mid-
1970s, and 23070, used 1944 through 1957), which
were semi-gloss paints, this new system used flat-finish
paints. With the exception of the arctic region vehicles,
all vehicles were painted in the same pattern, with only
the colors varying according to the location and season
of the year.

There was considerable emphasis placed on the
theory that this four-color camouflage scheme could be
adapted to virtually any climatic or geographic without
repainting the entire vehicle. When changing from one
geographic or climatic condition to another, the shape of
the pattern itself did not change; only one or two of the
colors that make up the pattern were changed. The first
and second colors each covered about 45 percent of the
vehicle; the third color covered 5 percent; and the fourth
color, normally black, covered the remaining 5 percent.
The color numbers 1, 2, and 3 identify the first three
colors, and are used in the pattern designs to show what
color goes where. The only exception to all of this was
winter arctic, which was solid white.

In addition to the usual washing, sanding, etc., when
a vehicle was to be painted in this scheme all the white
markings were removed from the outside of the vehicle.
If pressure-sensitive markings had been previously used,

ASA STANDARD CATALOG OF U.S. MILITARY VEHICLES

they were first completely removed. Even though this
was what the manuals declared, in actual practice many
examples can be found where the old markings had been
simply painted over. Alkyd enamels are the paints used
in this system. Using an opaque projector, the pattern
(each vehicle type has a specific pattern, none are
randomly applied) was projected on the vehicle and
outlined in chalk. The placement of each color “line” had
a tolerance of plus or minus 2 in. Using a paint gun,
these chalk outlines were then overpainted with the
correct colors, with the painter taking care to wipe away
the chalk as the work progressed, since paint doesn't
adhere well to the chalk.

Canvas, rubber and vinyl components were not
painted, even though it was originally intended that
paints for canvas would be developed.

NATO Three-Color Camouflage

The current three-color “NATO” camouflage scheme
was adopted in the mid-1980s. It replaced the previously
used four-color scheme developed by the Army Mobility
Equipment Research & Development Command. As was
the case for the MERDC scheme, each type of vehicle had
a pattern developed for it, and all vehicles of a given type
were painted in the same pattern. The theory behind the
three-color camouflage pattern is different from that of
the previous MERDC patterns. The MERDC scheme
attempted to match the color of an area, making the
vehicle have a minimum contrast with its background.

The three-color pattern is intended to break up the
lines of the vehicle into barely discernable shapes that
are not readily recognized as vehicle features. The
pattern and color placement are critical to disrupting
those clues that would help an observer recognize a
vehicle (lines, curves). To accomplish this, the
camouflage pattern disrupts objects whose size exceeds
one minute of arc (30 cm at 1,000 meters), yet is at least
one minute of arc in size itself.

This is why, even though they are camouflaged (if
done correctly), the door or hood of one truck can be
installed on another and the paint lines still line up. The
two exceptions to this are the overall white of the arctic
winter scheme and the overall sand used during the Gulf
War (which is not to be confused with the NATO “desert”
scheme referred to in the tables).

For an authentic restoration using the NATO
camouflage scheme, the restorer should take the time to
acquire the proper camouflage pattern. Also, select the
proper color combination for the area of operation of the
unit you are depicting. Most importantly, follow the
proper safety precautions when applying the finish.

CARC

Few things in the military vehicle hobby are
surrounded by as much misinformation, mystery, and
mythology as is the subject of Chemical Agent Resistant
Coatings.

The paint used in this NATO scheme is generally
known as “CARC.” CARC was developed by the Army
Research Laboratory, Aberdeen Proving Ground,
Maryland, in the 1970s to provide a finish for equipment
that would not absorb chemical Weapon agents, and

JO) SEE TOP VIEW

RIGHT SIDE VIEW

~_ SEE TOP VIEW ]

LEFT SIDE VIEW
Figure 34. Truck, utility: 1 1/4 ton MISIA2. (2 of 2)

see TOF view

Least som ke!

FRONT VIEW

REAR VIEW

Figure 34. Truck, utility I-/4ton MISIA2. of 2)

When the three-color NATO scheme replaced the MERDC scheme, new
painting diagrams were developed.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 2

would be readily cleansed of them if it were exposed. This
was critical to prevent the spread of these agents anc
provide a quick return to mission-ready status for
equipment exposed to chemical attack.

In 1983, the decision was made to adopt CARC for al
combat, combat support, tactical wheeled vehicles,
aircraft, and essential ground support equipment (i.e.,
tactical equipment). This change was supposed to be
implemented in 1985. As a result of stringent health anc
environmental regulations, lead and_ hexavalent
chromium were eventually removed from CARC and the
levels of solvents or volatile organic compounds (VOCs
were reduced. These actions occurred before the Gulf
War. To quote TM 43-0139, “A common misconception is
that CARC paints present greater health/-
safety/environmental hazards than do other paints. In
fact, the health and safety requirements for CARC are
the same as those for all paints.”

The Air Force does not use CARC. Instead, it uses a
polyurethane paint that has many of the same hazards
as CARC, but does not have the chemical resistive
properties of CARC. Mil-C-46168 is the spec for CARC
that is available in the 19 different colors. The most
common three colors used on vehicles are: 383 Green
34094, 383 Brown 30051, and Black 37030 or 37038.

When a unit was to be deployed to a primarily snowy
area, but not arctic area, the equipment was painted in
the Winter Snow (black/white/brown) scheme. As a
result of tests obtained by the Saudi Arabian National
Guard (SANG), desert camouflage was overall tan. Their
testing indicated that in a sparse desert environment,
the solid tan would be more effective than the three-color
pattern.

CARC FS COLOR NUMBERS

COLOR COLOR NUMBER
Green 383° 34094
Brown 383° 30051
Dark Green 34082
Field Drab 33105
Earth Yellow 33245
Sand 33303
Black* 37030
Aircraft Green 34031
Olive Drab 34088
Aircraft Gray 36300
Aircraft White 37875
Aircraft Red 31136
Aircraft Black 37038

Interior Aircraft Black (with glass beads) 37031

Insignia Blue 35044
Interior Aircraft Gray 36231
Aircraft Yellow 33538
Dark Sandstone 33510
Tan 33446

*Colors most often used in the three-color vehicular camouflage
scheme.

Note: Despite the word “aircraft” appearing in some color names
above, remember that the US Air Force does not use CARC.

What is CARC?

CARC is essentially a low-gloss version of
automotive-grade polyurethane paint. These coatings
provide the standard characteristics of any protective
finish: corrosion resistance, durability, and identification
marking. The resin systems used in the Army's
camouflage coatings are polyureas and polyurethane-
type materials. The pigments can be a variety of colors

485

APPENDIX 2

and provide the low-gloss properties and color to the
paint. The solvents are generally standard hydrocarbon-
based materials that assist in package viscosity and
spraying properties. However, CARC formulations
provide some unique properties that distinguish them
from typical commercially available paints.

Chemical agent-resistant coatings all have a very
matte finish, or extremely low gloss, to minimize glare or
reflection from the sun or other bright light sources.
Because chemical warfare agents are unable to penetrate
the coating, a standard military decontaminating

solution, such as decontaminating solution number two This truck was painted using the diagram shown below. The painting
tolerance for this scheme was fairly narrow, and body components of
trucks painted with these patterns can be interchanged without affecting
the camouflage scheme.

(DS2), can readily neutralize surface chemical

= 3)

RIGHT SIDE VIEW

M35A2 M35A2C

VI8A

a Voz om ZZ 3
[ES=E :
pir”

— }—

525° e 250.75 —a | = 17.75 jo
LEFT SIDE VIEW Pep — az 25——

go trucks was also revised. It shows the floor of the truck's bed as camouflaged, but often times it was left the

The painting diagram for the G-742 car
base 383 color.

4A8G STANDARD CATALOG OF U.S. MILITARY VEHICLES

contaminants on CARC-painted vehicles. CARC’s
resistance to a variety of chemicals and solvents, and its
ability to withstand weathering, has made CARC the
paint of choice for outdoor use in a military-operational
environment, and also benefits collectors who are forced
to store their equipment outdoors.

While all colors of CARC are chemically similar, the
pigmentation additives have unique properties and
characteristics that make them particularly suitable for
military operations. For example, the base green color —
referred to as Green 383 — used in the common three-
color Woodland pattern employed throughout the
military, uses two types of pigments with reflectance

APPENDIX 2

properties in the near-infrared region of the spectrum.
The combination of these pigments mimics the
reflectance properties of chlorophyll present in living
foliage, such as tree leaves and grasses, and thus
minimizes detection of woodland-scheme CARC-painted
equipment by near-infrared detectors.

Another color, Tan 686, was reformulated with
higher reflectance pigmentation to reduce the amount of
solar heat vehicles would absorb (a serious concern
during Operation Desert Shield). A new color, designated
Tan 686A, increased the reflectance properties of the
coating. Initial supplies of CARC available in the early
stages of Operation Desert Shield were Tan 686. As new

WRAP PATTERN ONTO FRONT OF WALL

TOP VIEW
M35A2 = -M35A2C
V18A
2 3 SEE TOP VIEW

FRONT VIEW

STANDARD CATALOG OF U.S. MILITARY VEHICLES

A87

APPENDIX 2

batches of CARC were manufactured to meet the supply
needs, Tan 686A became the standard. In spite of their
similarities, it is not possible to mix the two components
of the different tans, nor is it possible to mix components
from different manufacturers, regardless of color.

There have been several different varieties of CARC,
due in some cases to the need for different application
techniques, and in some cases to reflect growing
environmental concerns. Each of these has its specific
application techniques and own hazards. CARC is a
coating system that makes it easy to decontaminate
surfaces that have been exposed to chemical agents.

There are three types of coatings in the CARC
system: an epoxy polyamide primer, an aliphatic
polyurethane paint (PUP), and an epoxy polyamide
enamel. Each of the coatings is supplied as a two-
component system. When the two components are
combined, a terminal reaction begins that makes an
impermeable coating.

The CARC system contains solvents and isocyanate
(HDI).

Should I Be Concerned About CARC?

CARC, when properly applied, provides an extremely
durable finish, and is absolutely hazard free when it is
not disturbed. Some of the hazards involved in applying
and removing CARC from historic military vehicles and
equipment should be considered.

Several compounds in CARC formulations, if taken
into the body in sufficiently high concentrations, may
cause short- and long-term health effects. The most
notable of these compounds is hexamethylene
diisocyanate (HDI), which hardens, or plasticizes, the
paint. Exposure to high concentrations of aerosolized
HDI during spray painting will cause irritation to the
skin and mucous membranes. People suffer from itching
and reddening of the skin, burning sensation of the
throat and nose, and watering of the eyes. These acute
effects subside when the person leaves the exposure
area. If the concentrations of HDI are high enough,
pulmonary symptoms may occur. These would include
cough, shortness of breath, pain when breathing, and
chest tightness. Prompt medical attention is required in
these cases.

In a small percentage of people, HDI may cause a
process called “sensitization.” This is an allergic-like
reaction similar to what some people suffer with certain
foods, medications, or bee stings. Allergic-like symptoms
may include coughing, wheezing, tightness in the chest,
and shortness of breath. Anyone that ever suffers any
type of allergic-reaction should seek medical care
immediately.

The solvents used in any painting may be inhaled or
absorbed through the skin. Solvent vapors may produce
eye irritation, dizziness, nausea, and headaches. Again,
these acute effects subside when the person leaves the
exposure area. Painters not utilizing personal protective
equipment and exposed to solvents for a long period of
time may suffer neurological problems such as
irritability, depression, or an inability to concentrate.
CARC exposure can also lead to a skin condition called
dermatitis.

A88 STANDARD CATALOG OF U.S. MILITARY VEHICLES

This G-506 series truck, owned by Dave Falk, displays the early WWII style
unit markings on the door.

Long-term exposure to HDI can cause or aggravate
respiratory problems, in particular, asthma. The use of
personal protective equipment, such as _ respirators,
coveralls, eye protection, gloves, and head coverings, can
prevent or minimize exposures to HDI. The HDI in
polyurethane paint does not present a hazard after the
paint dries and cures, unless exposed to heat sufficient
for thermal decomposition of the coating, such as
welding.

Solvents used in CARC and other paints are
flammable. Never paint near open flames or where there
are sparks. Never apply CARC to surfaces that will
exceed 400° F (for example, exhaust pipes and engine
manifolds). Heating painted surfaces releases toxic
gases, vapors, and metal fumes.

If the existing paint requires surface preparation,
manual “wet” sanding is the recommended method (old
paint may contain lead or chromates). Wet sanding
eliminates the need for respiratory protection.

CARC can be applied by spraying, or with a brush.
The overspray from one color to another cannot exceed 1
1/2 in. Roller application is not recommended. Rubber,
vinyl, and canvas parts are not painted.

No Welding

Never weld or use a cutting torch on CARC-painted
material. Welding or cutting painted surfaces releases
toxic gases, vapors, and metal fumes.
Engines should be painted with green, heat-resistant
paint that is non-CARC.

Removing CARC

Before applying any heat (such as to straighten a
bent part, or cut out a piece of steel), sand or grind off
the paint down to bare metal on an area 4 in. on either
side of where you plan to apply heat. If the other side of
the metal is painted, remove the paint from it, too.

Markings

Before discussing the specific markings applied to
vehicles, first consider the level of restoration you are
seeking. A truly factory-fresh vehicle would be sparsely
marked, as the unit markings (bumper numbers) were
applied as the vehicles were issued to using troops.

The registration number (hood number), national
symbol (star) and various other markings however would

APPENDIX 2

HX 0 Space available for 6* star.

TV sTie7O Ber
SS |

Busperettes 11" x 9* muffictent
for short unit identity, with
mall letters in two rove,

This diagram shows the proper placement of vehicle markings on a closed-cab vehicle during WWII. Notice the horizontal star was painted on the cab

roof, not the hood.

have been factory applied, and neatly done. Not only
does the military have very specific and strict standards
for the factory application of markings, but the
automobile manufacturers clearly have the expertise and
equipment to apply markings without excessive
overspray. Vehicles that were repainted in the field, or
even at the depot level, did not have the same quality of
paint and markings as those done in the factory.

Agency Identification & Registration Numbers

The registration number, sometimes called the USA
Number or hood number, is permanently assigned to
each vehicle, and applied at the time of vehicle
manufacture. It can only be changed under very rare and
unusual circumstances.

The registration number was applied 2 in. below the
agency identification on vehicles with 4-in. stenciling, 1
in. below when using 2-in. stenciling. It could be in line
with, and to the right of, the agency identification if that
arrangement is more suitable due to space restrictions.
However, the preferred placement was two lines, with the
agency identification above the registration number.
These markings are placed on each side of the truck at
the side edges of the hood. They are also placed across
the tailgate or flat body area of trucks.

The registration numbers assigned by the Army were
were specific codes, as explained in the accompanying
Table 6.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

REGISTRATION NUMBER PREFIX CODES

The registration numbering system used during the
later part of WWII incorporated a prefix to denote the
vehicle’s weight class. For example, in 20241146, the
initial “20” signifies 1/4 ton. The prefix codes used from
1943 until 1960 are:

1943-1960

O Trailers

00 Maintenance trucks

1 Cars and sedans

10 Kitchen trailers

2 Light trucks up to | ton

20 Recce trucks, buses

3 Medium trucks, 1 1/2 ton

30 Tanks and some “specials”

4 Trucks, 2 1/2 ton and up to 4-5 ton

40 Tracked and halftracked vehicles, except tanks

5 Trucks over 5 tons and prime movers

50 Fire and crash trucks

6 Motorcycles and sidecars

60 Armored cars and special technical vehicles such as
command, radio, searchlight.

7 Ambulances

70 Amphibious vehicles

8 Wheeled tractors

80 Tankers

9 Full and half tracked tractors

489

APPENDIX 2

U.S.A.
123786

This is the typeface that was to be used on US military vehicles from
September 25,1936 until April 22, 1942. The size of the registration
markings was to be 1, 2, or 4 inches tall.

1960-early 1970s

From 1960, a new system was_ introduced,
comprised of numbers and a letter, such as 2B 1234.
The initial “2” signified 1/4-ton, very similar to the WWII
system. When the registration number reached 2B 9999,
the next letter was used, as in 2C 0001, etc. Some letters
were not used because they could be confused with
numbers (such as I and OQ).

In 1968, yet another new numbering system was
introduced which incorporated a “year” into the
registration number. 02 A 2168 — 12345 is an example of
such a registration number.

“02” again meant 1/4-ton truck, the “A” was used as
part of an alphabetical sequence, the “21” would be
followed by “22” etc., but the “68” stayed the same all
that year. The “12345” was the manufacturer's serial
number of the vehicle, followed by 12346 etc.

Early 1970s-forward

In the early 70's, the system changed once again,
and the “NB” numbering system was introduced. This is
system is a little more specific than the previous
systems, in that the alpha prefixes denote vehicle
families rather than just weight class. NB was used on
M151 vehicles instead of 20, 2, and 02, which previously
indicated a 1/4-ton truck. The “NGQ” would be followed
by “NGR” then “NGS” etc. This combination of three
letters would, in theory, give 26x26x26 combinations.

Under this system positions 1 and 2 of the U.S. Army
vehicle registration number use these code descriptions:

Tanks

JA Tank, combat, M48 series

JC Tank, combat, flamethrower

JD Tank, combat, 76 mm gun, M41 series
JF Tank, combat, 120 mm gun

JJ Tank, combat, 105 mm gun, M60 series
JK Tank, combat, 152 mm gun, M60 series
JP Combat engineer vehicle, M728

JQ Armored reconnaissance airborne assault vehicle,
152 mm, M551

JT Recovery vehicle, M51/M74/MB88 series
JU Gun ft 90 mm, M56

JV Recovery vehicle, M578

JX Miscellaneous tanks

JZ Tank combat, M1 series

Combat Vehicles

KA Gun, antiaircraft, SP, 40 mm, M42 series
KB Howitzer, SP, 105 mm, M7 series

490 STANDARD CATALOG OF U.S. MILITARY VEHICLES

U.S.A.
123786

The type face shown here was only used a brief time, from April 22, 1942
until August 5, 1942. The size of the registration lettering changed as well,
to one-inch lettering on motorcycles, and two-inch lettering on all other
vehicles.

KC Howitzer, SP, 105 mm, M52 series

KD Howitzer, SP, 8-in, M110, gun, 175 mm, M107
KE Howitzer, SP, 105 mm, M108 series

KG Howitzer, SP, 155 mm, M109 series

KH Howitzer, SP, 8-in, M55 gun, 155 mm, M53 gun
KL Gun, antiaircraft, SP, 20 mm, M163 series

KZ Miscellaneous combat vehicles

Armored carriers

MB M113 Configuration

MC M113A configuration

MG M116 configuration

MH M114 configuration

MJ M571 configuration

MN M106 configuration

MP M125 configuration

MQ M548 configuration

MR M577 configuration

MS M132 configuration

MT Armored cars

MV Infantry or cavalry fighting vehicles, M2 & M3 series
MW Launcher rocket carrier, rocket launcher, SP, MLRS
MY Miscellaneous armored carriers

Tactical Vehicles

NA 1/4-ton vehicle configuration

NB 1/4-ton Vehicle configuration, M151 series
NC 1/2-ton vehicle configuration

NF 3/4-ton vehicle configuration

NG 1 1/4-ton vehicle configuration

NH 2 1/2-ton vehicle configuration, diesel
NJ 2 1/2-ton vehicle configuration, gasoline
NK 2 1/2-ton vehicle configuration, multifuel
NL 5-ton vehicle configuration, diesel

NM 5-ton vehicle configuration, gasoline

NN 5-ton vehicle configuration, multifuel

NP 6-50 ton vehicle configuration

NU Heavy equipment transporters

NW Trailers

NX Semitrailers

NY Miscellaneous tactical vehicles

Other automotive categories

PA Semitrailer, van, stake configuration

PB Trailer, bed configuration

PC Trailer, utility, and cargo configuration

PE Trailer, special-purpose, bakery, and kitchen
PF Trailer, special-purpose, electronics

PG Trailer, special-purpose, radar

PH Trailer, special-purpose, water

PJ Trailer, special-purpose, fuel
PK Trailer, special-purpose, other
PL Dolly and miscellaneous trailer configuration

Prototype Equipment
TE Prototype equipment (all configurations)

Construction equipment (self-propelled or towed)
UA Construction support equipment

UB Paving equipment

UC Tractors (tracked, wheeled industrial and agricultural)
UD Cranes

UE Graders and loaders

Power Generation equipment (vehicle mounted)
VA Generators-high power 60 Hz, 30, 45, and 60 KW
VB Generators-400 Hz, all KW sizes

VC Generators-low power, 60 HZ, 10 KW and under
VD Generator-medium power, 60 HZ, 15 KW

VE Generator-super power, 60 HZ, 100 KW and over
VF Generators-direct current, all KW sizes

The truck on the left has been camouflaged for desert warfare with a
coat of overall Tan 686. The truck on the right is painted in the standard
NATO woodland scheme. The cab and cargo covers of both trucks are
the new-style camouflaged vinyl type.

266P 39T

“Eve of Destruction,” the sole remaining authentic Vietnam-era gun truck,
is displayed at the Army Transportation Museum with the distinctive
yellow band of the 8th Transportation Group.

STANDARD CATALOG OF U.S. MILITARY VEHICLE

APPENDIX 2

Other ground forces support equipment (vehicle
mounted or floating equipment)

WE Welding and gas generating equipment

WF Bridging equipment

WG Marine equipment

WJ Materials handling equipment, electric

WK Amphibious equipment (See note)

WL Materials handling equipment, diesel or gasoline
WR Food preparation equipment

WS Compressors

WT Miscellaneous support equipment (not otherwise
classified)

Note: Non-tactical wheeled vehicles C_ All commercial
non-tactical vehicles (second position will be alpha, except
1,0,Q,X, and Z). Also, the assignment of U.S. Army
registration numbers to marine and amphibious
equipment is limited to tactical river-crossing equipment
and equipment used by recreational activities.

This number system is still in use today, but once a
piece of equipment is assigned a registration number, it
is not changed. This is why even today trucks built in the
1950s are being surplused _ still baring registration
numbers three systems back.

Agency Identification & Registration
Numbers 1940-1955

Prior to late 1940, the registration numbers were
painted in white, but at that time the prescribed color
was changed to blue-drab. Thus, most WWII-era vehicles
had their registration numbers applied in blue-drab.
This color was selected because in black and white
photography, the blue-drab blends almost perfectly into
the base color of the vehicle. This characteristic was very
valuable in the days before color photography was
commonplace, as it hindered enemy intelligence-

gathering abilities. This blue-drab was originally known
as Quartermaster Corps ES-810, but a close match from
FS-595B is FS-34158. This was to have changed to flat
white in February 1945, however, it was stipulated that
existing stocks of the blue-drab were to be exhausted.
For that reason, some vehicles still appeared with blue-
drab registration numbers in the later 1940s. After that

Ralph Doubeck’s CCKW displays the proper WWIl-era markings.

491

APPENDIX 2

The introduction of the MERDC scheme brought about yet another slight
change in lettering style, to a Vertical Gothic style, as seen here. With
this scheme, the registration markings moved to inside the vehicle, and
were to be marked in solid black.

time, the registration numbers, like most of the rest of
the markings applied to solid green vehicles, were done
in lusterless white, equivalent to today’s No. 37875.

AR 850 specified that beginning in January 1942,
the “W" prefix was no longer to be assigned as part of the
registration number for new vehicles. However, on
vehicles with the W already assigned it was NOT to be
deleted, but the W was to remain as part of the
registration number.

According to AR 850-5, September 25, 1936, the
markings were “U.S.A.” (note periods) followed by the
registration number. During this time period this
information could appear in 1-,2-, or 4-in. lettering. One-
inch was used on motorcycles, 2-in. on trailers, and 4-
in. on all other vehicles.

The lettering was to be applied with stencils, and
were to be of a gothic, sans-serif style.

492 s

NDARD CATALOG OF U.S. MILITARY VEHICLES

In the post-WWII era, the style of lettering had another slight change, then
using the pattern shown here. The introduction of the MERDC scheme
brought about yet another slight change in lettering style, to a Vertical
Gothic style, as seen here. With this scheme, the registration markings
moved to inside the vehicle, and were to be marked in solid black

Change number 2 to these regulations, April 22,
1942, changed the type style to a serif type.

On August 5, 1942, these regulations were again
changed, with the type style reverting to the previously
used sans-serif lettering and with the size now specified
as l-in. for motorcycles, and 2-in. for all other vehicles.
Although actually introduced in 1942, the suffix “S” was
not mentioned in AR-850-5 until Change 9, January 27,
1944. The “S” suffix was to be applied to the registration
numbers of those vehicles that passed the radio
interference suppression test, which was a large
percentage of the vehicles. This “S” was to be made as
conspicuous as possible by leaving a letter size space
between it and the preceding numeral.

Agency Identification and Registration
numbers 1955-1975

When AR 746-2300-1 “Marking and Packing of
Supplies and Equipment, Color and Marking of Vehicles
and Equipment” was issued December 29, 1955, the
type style changed slightly. The shapes of the B, G, M, Q,
S, W, 2, 3, 4, 5, 6, and 9 were different from those
previously used. These markings were to be applied in 1-
, 2-, 3-, or 4-in. letters and numbers, using the largest
that would fit in the available space. Lusterless White
3715 was used on vehicles painted semi-gloss or
lusterless olive drab.

By the time Army regulations AR 746-2300-1 was
published on December 29, 1955, “U.S. Army” had
replaced “U.S.A.” as the agency identification. And by
October of 1964 it was specified that the registration
number and agency identification (U S Army) were
always to be applied in 3-in. numbers and letters, unless
there physically was not enough space, in which case
smaller letters and numbers could be used.

While the text of TB 746-93-1 specifies periods after
the “U S" in U S Army, the painting diagrams in the same
technical bulletin omit them. An examination of
photographs taken at the Mack and Kaiser factories and
at Aberdeen Proving Grounds shows no periods, while
those taken in country show some vehicles with and
others without the periods. NOS pressure-sensitive
markings do NOT include the periods.

The post WWil-era continued to use the
introduced in August of 1942.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 2

In all cases, when traditional stencils were used, the
“webs” were to be filled in by hand such that each letter
or number is unbroken. However, this policy was not
always adhered to on field-repainted vehicles.

Paint Or Decals?

TB 746-93-1, October 1964 authorized the use of
permanent, pressure-sensitive vinyl markings on
vehicles as an alternative to painting. Prior to that, the
only accepted method of marking U.S. Army vehicles was
with paint. The only stipulation attached to the
application of vinyl markings was that adjacent
markings be applied with the same method, as well as all
markings of the same type on a given vehicle were to use
the same method. That is, if the registration number was
vinyl in one place on a vehicle, then all that vehicle's
registration numbers were to be vinyl. The exception to
this is the National Symbol, which was _ specifically
permitted to be applied with different methods in
different locations.

It has been my experience that when exposed to the
weather, these markings last about three years. As an
aside, the Marine Corps authorized the use of self-
adhesive decals in about the same time period, although

i
bas

fat

These markings can be interpreted as 18th Brigade, 35th Group, 553rd
Engineer Company, Float Bridge, 97th vehicle.

The more familiar, later-style WWII markings are shown on the rear of an
M3A1 scout car.

493

APPENDIX 2

they used yellow as the marking color rather than white.
Also, according to USAF T.O. 36-1-3, 15 (September
1958), the only approved method of marking Air Force
blue vehicles was with yellow reflectorized decals. The Air
Force did not use reflectorized markings on olive-drab
vehicles.

Agency Identification & Registration Numbers
1975-mid 1980s

The lettering style used in the MERDC scheme is
similar to the one used in the overall 24087 scheme, with
only the shapes of some of the characters changing.
When comparing the 24087 style with the MERDC style,
note the slightly different shapes of the C, D, G, 3, 6, and
9. Also, this typeface is slightly different from the one
used with the later three-color NATO scheme. Unless
otherwise specified, all lettering described below should
be done in No. 37078 Black when applied as part of the
MERDC scheme.

According to AR750-58, with the MERDC paint
scheme the agency identification and registration
number were no longer to be applied to the exterior of the
equipment, but rather marked on the interior. Normally
this is just the registration number, and it is applied to
the interior of the doors in 4-in. numbers. The
registration number is permanently assigned when the
vehicle is delivered and is not changed, regardless of the
number of times a vehicle is painted or reassigned.

Agency Identification & Registration Numbers
Mid-1980s To Present

The lettering style used with the NATO or CARC
scheme was the same vertical Gothic style that had been
used with the MERDC scheme. Again, this style varies
only slightly from its predecessor. The color of lettering
also changed, and is now dependent on the background,
sometimes with two colors being used in a single number
or letter. Unless otherwise specified, all lettering to
vehicles in the NATO scheme should be applied in this
manner. Strangely, pressure- sensitive lettering is still
authorized, but I am not real sure how they could be
configured into the multicolor format.

The CARC scheme also brought about the return of
the agency identification “U S Army”, missing from the
MERDC scheme. According to TM 43-0139 (July 27,
1988), with this paint scheme the registration number
AND agency identification are to be applied to the
interior of vehicles. Usually, it is applied to the interior of
the doors using lettering not exceeding 4 in. in height.
The registration number and agency identification
should be placed so that they are visible without opening
the door. There are no periods used in the agency
identification U S Army.

When purchasing stencils or lettering, compare what
is being sold to what is shown in these figures letter by
letter to insure you get the correct letters for your era.
The military used an interlocking brass stencil set in
many cases, which not only insured the right shape
letters, but also the correct spacing.

National Symbol

On August 5, 1942, the national symbol (five-point

ADA STANDARD CATALOG OF U.S. MILITARY VEHICLES

RD £51587

nae Wont
Figure t—Continued.

In the postwar era, the star has been rotated 180 degrees from its WWII
orientation, with one point now facing forward. Invasion stars were not
used after WWII. ;

star) became mandatory on soft-skin vehicles assigned to
tactical units. On February 15, 1945, this was amended
to include vehicles assigned to Army Ground Forces
installations.

The familiar five-pointed star was centered in the
largest area of the top, both sides, front, and rear of
each vehicle. It was not applied to canvas or vinyl, nor
where canvas, windshields, spares, etc. will obscure it.
The circle surrounding the star (the “invasion star”) was
introduced in about November 1942 to aid aerial
identification. This surround was specified to have a
thickness equal to 1/7 of the diameter of the star.
Although originally intended only for the horizontal
(hood) star, soon all the stars on European theater
vehicles seemed to have surrounds. Initially, these
surrounds were painted on in lusterless chrome yellow,
but the yellow soon gave way to the more common white.
Some early vehicles, usually with yellow surrounds, had
the fields of the horizontal stars painted blue. The field is
the area inside the circle that is not taken up by the star.
Later, it was fairly common for the horizontal star's field
to be painted with a gas-detecting paint, Liquid Vesicant
Detector, M-5. This was a pea green paint that would
change colors to a deep red if exposed to poisonous
gases. Unfortunately, it would also change colors when
exposed to heat. The hood exposed the paint not only to

engine heat, but heat from the sun as well, causing it to
turn red.

The surrounded star (invasion star) was not
normally found on vehicles in the Pacific Theater. The
invasion star is not appropriate for any vehicle in the
post-WWII era. Ambulances did not carry the national
symbol in any form.

The normal locations for these stars are the: hood,
both doors, the front bumper, and centered on the
tailgate. For open-cab vehicles the placement was
slightly different. The size of these stars varies depending
upon the vehicle.

During the WWII era, the star was oriented such that
on horizontal surfaces the single point was toward the
rear of the vehicle. In the post-WWII era, the orientation
of the star was changed so that one point was directly
toward the vehicle front. USAF vehicles in the postwar
era continued to orient the single point to the rear. The
sizes for the most commonly collected postwar vehicles
are listed below.

Vehicle Sizeininches Location

1/4-Ton Utility Trucks 6 Right, left sides
6 Front fenders or cow!
20 Top of hood

3/4-Ton Cargo Trucks 6 Tailgate, front bumper
16 Right, left doors
20 Top of hood

2 1/4-Ton Cargo Trucks 6 Tailgate, front bumper
16 Right, left doors
20 Top of hood

2 1/2-Ton Van Trucks 2 Front bumper

6 Right, left van sides

2 1/2-Ton Fuel Tankers

5-Ton Cargo Trucks

5-Ton Truck Tractors

5-Ton Wreckers

10-Ton Truck Tractors

1/4-Ton Two-Wheel Trailers
1 1/2-ton Tank Trailers
6-Ton Van Semi-Trailers
12-Ton Cargo Semi-Trailers

12-ton Van Semi-Trailers

12-Ton Fuel Tank
Semi-Trailers

STANDARD CATALOG OF U.S. MILITARY VEHICLES

20
20

16
20
20

16
20

20
20

20
20
20
20
32

20
20

APPENDIX 2

Rear of van body
Top of hood

Front bumper

Right, left doors

Top of hood

Rear doors, centered

Tailgate, front bumper
Right, left doors
Top of hood

Front bumper
Right, left doors
Top of hood

Front bumper
Rear of hood box
Right, left doors
Top of hood

Front bumper
Right, left doors
Top of hood

Front, rear
Right, left sides

Right, left sides
Front, rear top

Front, rear
Right, left sides

front, rear
Right, left sides
Front, rear
Right, left side
Top of van roof

Front, rear
Right, left side
Top of tank

= a “
The star with the circle around it, known as the invasion star, was originally intended to only be applied to horizontal surfaces, such as the hood of this
CCKW. Notice that one point of the star points directly to the rear of the vehicle.

495

APPENDIX 2

Flat-Bed Trailers 6 Right, left sides
6 Rear
Road Graders 10 Right, left sides

20 Top of cab roof
Truck-Mounted Cranes 16 Front

16 Right, left sides

20 Top
Self-Propelled Cranes 20 Right, left sides
(Track) 20 Right, rear, top
Tractors 12 Right, left sides

20 Top of hood

20 Rear
Road Rollers 6 Rear

12 Side

20 Top
Fork Lifts 6 Right, left sides

10 Top, rear
Warehouse Trucks 6 Rear

10 Front

12 Top
Tanks 12 Rear (2)

16 Top of turret

20 Right, left sides of turret

20 Front of bull (top)
Armored Personnel Carriers 10 Front, rear

16 Right, left sides

20 Top

On vertical surfaces one point was oriented squarely
upwards regardless of service or era.

With the introduction of the MERDC scheme, the
large white star so proudly worn by U.S. vehicles gave
way to two, small (fitting inside a 3-in. circle) black stars
centered one each on the front and rear of the vehicles.
These were usually placed on the front bumper and
tailgates of wheeled vehicles. This was carried over into
the NATO scheme as well.

Other Hood Markings

During WWII, vehicles that had been winterized or
prepared for desert use with glycol coolant were specially
marked on the leading edge of the hood or radiator shell.
Because this data was to be changed if the coolant was,
the markings were done with gasoline-soluble paint. The
format for these markings was:

WINTERIZED -30
ANTIFREEZE 1943

PRESTONE 44
ETHYLENE-GLYCOL

These markings were usually applied with 1/2- to 1-
in. stenciled lettering.

Anyone who has raised the hood of a military vehicle
can appreciate the weight of them, and the hazard that
one falling would be. That is why Uncle Sam, in AR 746-
2300-1, dated December 29, 1955 specified that 1-in.
letters with the legend:

WARNING: SECURE HOOD
IN RAISED POSITION WITH
SAFETY HOOK BEFORE
SERVICING ENGINE

These should be applied to the rear underside area of

496 s1

NDARD CATALOG OF U.S. MILITARY VEHICLES

each vehicle's hood using white paint. These markings
are applied with black paint to MERDC and NATO
camouflaged vehicles.

During WWII there were no such markings applied to
the underside of the hood.

Lube Markings

The legend “LUBE ORDER" was often stenciled on
the holder for a vehicle’s lube card during WWII.

The application of 3/4-in. red dots around grease
fittings came about in 1943. It was discontinued per TB
9-265 (December 5, 1958), although this discontinuance
was also mentioned as early as October 1952 in TM 5-
505. Many vehicles had an undercoating applied at the
factory, and the black was left visible underneath until
the vehicles were repainted in the field years later.

Tire Pressure & Speed Markings

The familiar tire pressure stenciling — TP-40, for
example —, above each wheel position is strictly a post-
WWII innovation, dating back to 1946. Prior to that the
only such stenciling found was on the dashboard.

In the post-WWII era, the tire pressure markings
were in 1-in. letters directly above each wheel, except on
tandem-axle vehicles, where the marking is centered
above and between the axles. These are marked with the
letters “TP” preceding the numerals for the correct tire
pressure (i.e. “TP 50”). TB 746-93-1 also states that the
tire pressure should be marked on the dashboard of the
vehicle, and implies that this should also be done in the
1-in. letters, though in most instances the vehicle’s data
plate lists the tire pressure.

When the first MERDC and NATO paint schemes
were introduced, the tire pressure markings were
retained, although they were applied in black.

During WWII, vehicles passing through the British
Isles were marked with their convoy speed restriction.
This was done in 2-in. black or white Gothic lettering
applied to the left side of the tailgate or body. The format
used was:

MAX SPEED
25 MPH

The number assigned as the maximum speed varied.
In the case of vehicles in the post-war period, AR 746-
2300-1 dated 29 DEC 1955 specified that “MAX SPEED”
and the vehicles maximum high gear speed are to be
stenciled on the dash in one-inch letters if that
aa is not included on the vehicle operation data
plate.

Left Hand Drive

Again, only on vehicles passing through the British
Isles during WWII was it required that the following
marking be applied on the right side rear of the vehicle.

CAUTION
LEFT HAND DRIVE
NO SIGNALS

Excessive Fuel Tank Pressure

On fuel tanks where the marking would be readily
visible (such as 6x6 trucks), it is correct to measure 2 in.
down from the top of the tank and mark the following in
l-in. letters, with a 1/4 x 8 in. line:

CAUTION
DO NOT FILL ABOVE THIS LINE

On vehicles where the fuel tank is not readily visible
(such as the M-37), as near as possible to the filler pipe
should be the following marking in 1-in. letters:

CAUTION
EXPANSION

DO NOT OVERFILL-ALLOW FOR

These markings, introduced after WWII, were to be
done in black on camouflage painted vehicles, and in
white on vehicles painted in the earlier schemes.

Maximum Safe Fuel Acceptance Rates

The maximum safe fuel-filling rate was to be marked
on each fuel tank near the filler cap. When the tank is
enclosed, this marking was to be as near as possible to
the filler cap. It could be arranged like either of the two
examples below, depending on space. These markings
were also in 1-in. letters.

MAX. SAFE
FUEL ACCEPT

28 GPM (or)
MAX. SAFE FUEL
ACCEPT 28 GPM

Deuces and 10-ton trucks had a 28-gpm acceptance
rate like shown in the example, 5 tonners a 31-gpm rate,
and M37 variants 23 gpm. For smaller vehicles, the
M38A\1 rate is 17 gpm, while the M170 and MUTTs have
a 20-gpm rate.

These markings, introduced after WWII, were to be
done in black on camouflage-painted vehicles, and in
white on vehicles painted in the earlier schemes.

Air Tanks

While the following marking was quite commonly
found in 1-in. letters on trucks equipped with air, or
air/hydraulic brakes, there was no Army-wide directive
for this. While the vehicle TM required this draining to be
done daily, the marking of such was strictly a local
command Standard Operating Procedure. Nevertheless,
for both realism and safety’s sake this marking is not a
bad idea. This is done as near as possible to the air
tanks.

Drain Air Tanks Daily

These markings, introduced after WWII, were to be
done in black on camouflage-painted vehicles, and in
white on vehicles painted in the earlier schemes.

Batteries
Another common local SOP was the following legend
usually applied to the battery box door in 1-in. letters.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 2

CHECK BATTERIES
DAILY

While on the subject of batteries, there is an
additional marking that gets judging points. TM 9-6140-
200-15 requires that batteries in the tropics have the
specific gravity of their electrolyte dropped from the
normal 1.280 into the 1.200-1.225 range. Batteries with
this tropical electrolyte are required to be marked with a
1-in. white dot near the positive terminal.

These markings, introduced after WWII, were to be
done in black on camouflage painted vehicles, and in
white on vehicles painted in the earlier schemes.

Unit Markings

The infamous “bumper numbers” are a source of
much confusion. The Army has used two basic styles of
unit markings. The first was in use from the 1930s until
mid 1941, when the second was introduced. The second
system, with some slight changes remains in use today.
The first system, unlike the other markings described in
this appendix, was not applied with stencils. Rather,
these markings were applied by sign painters, using both
upper- and lower-case letters. Initially, these markings
were done in white, but the marking color was changed
to blue-drab in late 1940.

With this system, the marking consisted of merely of
an abbreviation of the unit's regimental code (division
and company, troop, regiment, or battery). These
markings were centered on the front doors of vehicles so
equipped. On vehicles without doors, the markings were
on the body sill beneath the doorway, or applied as two
lines on both sides of the cowl. The words “company,”
“battery,” “battalion,” etc. were abbreviated in these
markings.

In 1940, the marking concept was expanded to
include the vehicle’s order of march number. The order
of march number amounted to the vehicle's convoy
position when the company was to move as a_ unit.
Normally, the commander's vehicle was No. 1, and the
rest numbered sequentially from there.

The order of march numbers were not painted on the
sides of the vehicles, but rather were the beginnings of
the bumper markings. The order of march number was
painted on the far right side of the front bumper (looking
from the front). Preceding it were the regimental
markings, as on the doors, LESS the abbreviations for
the words “company”, “battery,” “battalion,” etc.
Placement of the markings on the rear of the vehicles
was not as consistent as it was on the front, and some
vehicles had no rear unit markings whatsoever.

The capital letters were approximately 3 in. tall, and
the entire marking was both over and under scored with
lines about 1/2-in. wide. In August 1942, the system of
unit markings was changed to the system that is still in
use, and the markings reverted to being painted in white.

There are four pieces of information given in these
bumper markings. Using a front bumper as an example,
reading left to right, the information contained is:

Major command (Army/Corps/Division
Intermediate command (regiment /battalion)

AQT

APPENDIX 2

Unit or activity (company)
Vehicle number (order of march)

When applied to bumperettes, the same information
is arranged as follows
Left

Major Command (Army/Corps/Division)
Intermediate Command (regiment/battalion)

Right
Unit or activity (company)
Vehicle number (order of march)

Abbreviations normally found in the unit

identification markings are found below.

Abbreviations normally found in the _ unit
identification markings are found below.

The first group of numbers desginated the smallest
appropriate unit listed below, using the codes listed.

Division (infantry): Arabic numeral.

Division (armored) Arabic numeral followed by triangle 3
inches high with 1/4-inch stroke.

Division (cavalry): Arabic numeral followed by letter C.
Corps (army): Roman numeral.

Corps (cavalry): Roman numeral followed by letter C.
Corps (armored): Roman numeral followed by triangle 3
inches high with 1/4-inch stroke.

Army: Arabic numeral followed by letter A.

Air force: Arabic numeral followed by a star 3 inches
high.

Zone of communications: ZC.

Army Ground Forces: AGF

Services of Supply: SOS.

General Headquarters: GHQ.

Zone of interior: ZI.

Reception center: RC

Replacement training center: RTC preceded by arm or
service symbol.

Training center: TC preceded by arm or service symbol.
Firing center: FC preceded by arm or service symbol.
All others non-conflicting letters.

The second group designates separate regiments,
brigades, groups, etc by appropriate number or symbol,
followed by arm or service in accordance with the
abbreviations listed below.

Airborne: AB

Army Air Forces units: Star 3 inches high.

Antiaircraft: AA

Amphibious: AM

Armored regiment: Triangle 3 inches high with 1/4-mch
stroke.

Cavalry: C

Chemical Warfare Service: G

Coast Artillery Corps: CA

Corps of Engineers: E

Field Artillery : F

Infantry:I (preceded by dash 1/2-inch square)

Medical Department: M

Military police: P

Ordnance Department: letter O (preceded by dash 1/2-
inch square)

498 STANDARD CATALOG OF U.S. MILITARY VEHICLES

Quartermaster Corps: Q
Signal Corps: S

Tank Destroyer: TD
Tank group: TG

The third group will designate companies and
similar organizations by letters in accordance with the

following code:

Organization: Designation

Headquarters and headquarters company (or
headquarters and headquarters and service company) of
lowest unit identification in previous groups: HQ
Service company of lowest unit identified in service
groups: SV

Headquarters and headquarters company of battalion
not previously identified: Numerical designation of
battalion followed by letters HQ.

Service company of battalion not previously identified:
Battalion number followed by letters SV

Lettered company: Letter designation.

Separate company identified in second group: X or
abbreviation of company.

Antitank: AT

Maintenance: MT

Heavy weapons: HW

Cannon: CN

Reconnaissance:R

Train: TN

Weapons: W

"Name" company (other than headquarters company,
headquarters and service company or service company):
Non-conflicting letters assigned for identification
purposes, preceded by the battalion number, when
necessary.

Fourth group designates the order of march. This
number will designate the position of the vehicle in the
normal order of march. Vehicles assigned to any
headquarters will be combined for purposes of
numbering with those of the appropriate headquarters
company or similar organization, and will be given the
smaller serial numbers therein.

Major Command, Organization, or Activity:

(1) Army. The Arabic numeral as assigned, followed by
the letter A.

(2) Corps. The Roman numeral as assigned, followed by
the following applicable symbol:
(a) Airborne. Letters AB.
(b) Armored. Equilateral triangle with base down.

(3) Division. Arabic numeral is assigned, followed by the
following applicable symbol:
(a) Airborne. Letters AB.
(b) Armored. Equilateral triangle with base down.

(4) Brigade. Arabic numeral as assigned, followed by
letters BG.\

(5) Group. Arabic numeral as assigned, followed by
letters GP.

(6) Continental Army Command. Letters CARC.

(7) Army Air Defense Command. Letters AADC.

(8) Military District of Washington. Letters MDW.

(9) Reception Center. Letters RC.

(10) Replacement Training Center. Letters RTC,
preceded by the applicable branch of service
symbol.

(11) Training Center. Letters TC, preceded by the
applicable branch of service symbol.

(12) U.S. Army Materiel Command. Letters AMC.

(13) U.S. Army Supply and Maintenance Command.
Letters SMC.

(14) U.S. Army Mobility Command. Letters MOCOM.

(15) U.S. Army Missile Command. Letters MICOM.

(16) U.S. Army Electronics Command. Letters ELC.

(17) U.S. Army Munitions Command. Letters MUCOM.

(18) U.S. Army Weapons Command. Letters WCOM.

(19) U.S. Army Test and Evaluation Command. Letters
TEC.

(20) U.S. Army Combat Development Command. Letters
CDG,

(21) Major Overseas Commands. Appropriate and non-
conflicting letters to properly identify the
command.

(22) Other Major Commands, Organizations, or
Activities. Appropriate and non-conflicting letters
and where applicable, numerals to properly identify
the command, organization, or activity.

Intermediate Organization or Activity

(1) Regiment, Battalion, Separate Company or
Detachment, or Similar Unit. Arabic numeral as
assigned, followed by the applicable branch of
service symbol.
(a) Airborne. Letters AB.
(b) Antiaircraft. Letters AA.
(c) Amphibious. Letters APH.
(d) Armored. Equilateral triangle with base down.
(e) Chemical. Letter C.
() Engineer. Letter E.
(g) Field Artillery. Letter F.
(h) Infantry. Letter I, to be separated from the
numeral by a dash 1/2 inch long.
(i) Medical. Letter M.
(j) Military Police. Letter P.
(k) Ordnance. Letter O, to be separated from the
numeral by a dash 1/2 inch long.
(1) Quartermaster. Letter Q.
(m) Signal. Letter S.
(n) Transportation. Letter T.

(2) Organizations under the Combat Arms Regimental
System (DA Pam 220-1).
(a) Battle Group (attached). Arabic numeral as
assigned, followed by the letter B and basic
identification of the infantry unit.
(b) Reconnaissance Squadron. Arabic numeral
assigned, followed by the letter R and basic
identification of the cavalry unit.
(c) Tank Battalion. Arabic numeral as assigned,
followed by the armored symbol and basic
identification of the armored unit.
(d) Field Artillery Battalion. Arabic numeral as
assigned, followed by the letter F and basic
identification of the field artillery unit.

STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 2

(3) Installation. Appropriate non-conflicting letters,
normally not to exceed 3, to identify the installation.
(4) Other Intermediate organization or activity.

Appropriate non-conflicting letters and where

applicable, numerals, to properly identify the

organization or activity.
(5) No intermediate organization or activity. Letter X.

(i) Unit or Activity is as follows:

(1) Company, Battery, or Other Company Type

Unit. Letters as assigned, or one of the following

symbols where applicable.

(a) Headquarters and headquarters unit, or
headquarters and headquarters service unit.
Letters HQ. If the unit is of a battalion not
previously identified, the numerical
designation of the battalion will precede the
letters HQ.

(b) Service Unit. Letters SV. When the unit is of a
battalion not previously identified, the
numerical designation of the battalion will
precede the letters SV.

(2) Separate company or detachment identified in h
above. One of the following symbols, as
applicable:

(a) Ammunition. Letters AM.

(b) Automatic Weapons. Letters AW.

(d) Depot. Letters DP.

(e) Guided Missile. Letters GM.

(f) General Support. Letters GS.

(g) General Automotive Maintenance. Letters
GAS.

(h) Heavy Weapons. Letters HW.

(i) Maintenance. Letters MT.

(j) Direct Support. Letters DS.

(k) Missile. Letters MSL.

(1) Mortar. Letters MR.

(m) Parachute Maintenance. Letters PM.

(n) Reconnaissance. Letter R.

(o) Repair. Letters RP.

(p) Rocket. Letters RT.

(q) Other Name Units. Appropriate and non-
conflicting letters, normally not to exceed
three, to properly identify the name of the
unit. When necessary, the numerical
designation of the battalion will precede the
applicable symbol.

(3) Transportation Motor Pools at installation.
Letters TMP.

(4) Organization or activity fully identified in h
above. Letter X.

The vehicles will be numbered as indicated below.

(1) This marking is the sequence number of the vehicle
in the normal order to march within the unit to
which it is assigned.

(2) Vehicles assigned to any headquarters will be
numbered with the vehicles of the appropriate
headquarters unit, and will be given the lower
sequence numbers used therein.

When used in bumper markings, the letters I and O

499

APPENDIX 2

were preceded by a dash or a dot. This was to
differentiate them from the numerals 1 and 0. The
exception to this policy is when the letter I is used in a
Roman numeral designating a Corps.

Division was the least of the high command levels
used in bumper markings, and they were designated by
an Arabic number followed by branch symbol. Division
numbers were one or two digits. Between the division
and intermediate designation there would sometimes be
another Arabic number with a suffix of GP or BG,
representing group or brigade.

Army numbers were designated by Arabic numerals
followed by the letter A, and were usually only applied to
Corps or Army headquarters level vehicles.

An intermediate unit was assigned similar numbers.
They were three or four digits, and immediately followed
the major command, but were separated by a dash from
the major command numbers.

As a rule, only the three lowest level of assignment,
including company, was marked on the bumpers. In
some exceptional cases, four levels of assignment were
shown.

At levels below battalion, headquarters units were
company level functions, and as such HQ was used as
the company designator, and an X placed in the
intermediate level position.

However, at the division level, there were several
headquarters companies. These were special detached
activities, and used a slightly different marking scheme.
Instead of a company letter, the unit number and branch
service code was stenciled on the bumper.

These numbers are to be applied in the largest
practical size, and not to exceed 4 in. tall. Any symbols
used will be of “about the same size” and have the same
stroke width as the letters and numbers used. It was
originally specified that these markings be applied with
gasoline-soluble paint.

A star, usually 3 to 6 in. in size, was placed on the
center of the front bumper. On vehicles where the front
winch interfered with this placement, the star was
moved to whichever side of the front bumper had the
most space. In some cases, there was a star placed on
either side of the winch opening.

TB 746-93-1, October 1964, revised the specification to
allow these markings in removable vinyl lettering or the
previously specified gasoline-soluble paint.

During the Vietnam War, certain units had there own
distinctive insignia applied. Some units painted logos on

The basic bridge weight classification of vehicles was also marked on
the passenger's door in the post-WWII era.

DARD CATALOG OF U.S. MILITARY VEHICLES

500 §

the vehicle doors, others used various colored bands on
the hoods. If you are considering painting your vehicle to
represent a truck assigned to one of these units, it is
essential to obtain period photographs in order to
properly replicate these markings.

When the MERDC scheme was adopted, the unit
markings remained the same, but were then applied in
lusterless black, and the size of the national symbol was
greatly reduced 3 in.

Good Driver

Vehicles built after August 1962 had DA Label 76, a
good driver, applied to them. This water transfer decal
has a yellow background with a black border and text
printed on it. On trucks other than Jeeps, this was
applied to the inside of the left door, near the top front
corner. M-38s had them applied directly under the
windshield wiper motor, M38A1s had them on the map
compartment door, and MUTTs had them on the
windshield frame to the left of the steering column. Also,
on M-series vehicles, each instrument's function was
labeled in white lettering on the instrument panel
beneath the gauge.

Bridge Weight Classification Markings

The bridge weight classification plate has its origins
with the British during WWII and in 1943 was adopted
by U.S. forces.

Often, collectors and others mistakenly believe that
the bridge weight classification number is simply the
vehicle's weight, rounded up to the nearest ton. The
vehicle classification number represents the effects of
the vehicle on a bridge while crossing it. The effect is a
combination of gross weight, weight distribution of the
vehicle, speed at which the vehicle crosses the bridge,
and the impact loading of the vehicle on the bridge.

The weight classification of a given vehicle is
assigned based upon a complicated formula taking in to

The post-WWII bridge plate featured a inate, line of moveable numbers,

allowing it to be changed for different loads. The C was to be di
t d fo! splayed
when towing a load, indicating combination weight. When the NATO.

camouflage scheme came into use, the yellot
discontinued in favor of green plates. arama Paes were

consideration many factors. The military
recommendation for determining the weight
classification number of a vehicle is to look it up in FM
5-36. Failing that, the recommendation is to use the
gross weight of tracked vehicles, and 85 percent of the
gross weight in tons of wheeled vehicles.

The weight classifications of many commonly
collected military vehicles are shown in the following
table.

BRIDGE WEIGHT CLASSIFICATION OF
COMMONLY COLLECTED WWII VEHICLES

Vehicle Unladen Loaded
Class Class

M1,A1 Wrecker 13

M4 Sherman 30

MS tractor 14

M8A‘1 tractor 30

M8,20 Armored car 7 9

M26,A1 28

M29C 2 3

WwCs1 3

WC52,56,57 4

G7107 Chevy 5 6

U7144 Autocar 5 14

B666 Brockway 1

T980 Diamond T 1 70

Note: Unlike the postwar system which assigns a
different “M number” to virtually each body style, during
WWII the designation CCKW was applied to virtually
every configuration of the GMC chassis. This causes
confusion when it comes to military load classification,
with unladen classes known to vary between 6 and 8,
while loaded swung from 9 to 10. Though there are some
exceptions, as a rule specialist bodies are at the lower end
of the range, while cargos and tippers tend to have higher
classification numbers.

WEIGHT CLASSIFICATION OF POST WWII
WHEELED VEHICLES

M34 5 10
M35 5 10
M35A1 10
M36 5 10
M37 3 4

M41 18
M47 10
M48 6

M49,49C,A1C,A2C 6 10
M50,A1 11
M51,A1,A2 21
M52,A1,A2 8

M54,A1,A2 20
M55,A1,A2 10 21
M59 10
M60 13
M62 24
M108 1
M109,A1,A2,A3 4 10
M123,C,D,A1C 15 15
M125 12 34
M135 6 1
M211 6 1
M215 1
M217,217C 10
M220 10
M221 5

M222 10
M246,A1,A2 23
M275 5

M292,A1,A2,A3,A4,A5 11 19
M342 12
M543,A1,A2 17
M656 1

STANDARD CATALOG OF U.S. MILITARY VEHICLES

APPENDIX 2

M715

V17A/MTQ
V18A/MTQ

XM706 Commando

WEIGHT CLASSIFICATION OF TOWED WHEELED
VEHICLES

M10 Ammo 5
M15A1 59
M15A2 78
M21 Ammo 9
M23 Ammo 11
M271,A1 Pole FG
M100 4
M101,A1 6
M104,A1,A2 6
M105,A1,A2 6
M106,A1,A2 4
M107,A1,A2 4
M127,A1,A1C 30
M127A2C 29
M149,A1 4
M172 19
M172A1 36
M269,A1 24
M270,A1 24
M332 Ammo 4
M345 20
M416 4

COMBINATION VEHICLES

M35 W/M105 7 12
M54 W/M105 9 20
M52 W/M131A1C 13 30
M123 W/M15A2 25 78

Sources for this chart are TB-746-93-1 and a military
manual, whose cover is missing, thus the name, number
and date of publication are unknown.

Vehicle Applications

As a rule, weight classification numbers are not
appropriate on Jeeps and other smaller vehicles.
Regulations do not require classification numbers
displayed on vehicles having a gross weight of 3 tons or
less (even though in most cases these classification
numbers have been calculated and are tabulated).
However, during WWII some Jeeps had them applied as
a local SOP. They are not required on vehicles having
rated payloads of 3/4 to 1 and 1 1/2 tons. This later
policy does NOT apply to vehicles authorized for towing
loads. Thus, an M-37 should display a classification
plate (it’s authorized to tow a load), while the similar M-
43 would not (even though built on similar chassis, it
has no pintle hook, and thus couldn't tow a load). Local
commanders have wide authority, and may have
authorized or required some Jeeps to display
classification numbers in the post-WWII era as well.

wwil

In its earliest incarnation, the US Army used a 7-in.
square plate, but its later design became a disk. The
British had used a simple 9-inch diameter yellow disk,
which found use by US units as well. Regardless of
shape, the weight classification permanently marked on
it in black. For combination vehicles (trucks pulling
trailers, etc), there were two numbers on the plate. The
lower number is the single vehicle weight, while the
upper number is the combination weight classification. If

501

APPENDIX 2

the design of the vehicle was such that the right front
corner of the vehicle had a suitable surface, this
information (including the yellow circle) was painted
directly onto the vehicle. In some instances of the weight
classification was marked directly on the bumper in a
yellow rectangle as wide as the bumper is tall.

Post-WWII Semi-Gloss OD Scheme

After WWII, just as vehicles became more
complicated, so did the weight classification plate. Gone
were the simple painted disk or rectangle, replaced with
a sophisticated assembly with changeable numbers for
different vehicles and loads, and a reversible top plate
with a red “C” on it. This “C” was also destined to confuse
collectors and public alike.

There were two types of vehicle signs: front and side.
Front signs, used on most vehicles, show the
classification of the laden vehicle. Trailers do not use
front signs. Side signs on towing vehicles and trailers
were used to show the classification of the laden towing
vehicles or trailers only by themselves.

In the postwar era, the familiar moveable number
plate became the standard, and it was also painted
yellow. This continued through the mid-1960s (semi-
gloss vehicles were to use lusterless yellow, color chip
33538 was specified in TB 746-93-1, October 1964). The
front sign was mounted on the front of the vehicle, above
or on the bumper, and below the driver's line of vision. In
most instances it was bolted to the grill of the vehicle,
although it could be mounted directly to the vehicle
when a suitable surface existed (the front fender of 5-
and 10-to trucks for example). When possible, it was
placed on the right side of the vehicle, facing forward.
The side sign was on the vehicle’s right side facing
outward, typically in the upper right corner of the
passenger door. It is a 6-in. yellow circle with the
vehicle's basic vehicle weight classification marked on it
in black. The yellow used for this is Lusterless Yellow
33538, and the black of the number is Gloss Black
17038. The inscription on the side sign was as large as
the sign allowed.

The front sign indicates the vehicle's laden solo class,
except on towing vehicles and tank transporters.

Bridge Weight Markings On Trailers & Other Towed
Loads

For WWIl-era combination weights, an approx-
imation can be made by adding the towing vehicle's
classification to 1/2 of the towed vehicle's classification.

In the postwar era, to quote FM5-170:

“When a single vehicle tows another vehicle at a
distance less than 30.5 meters and the vehicles are not
designed to operate as one unit, the temporary vehicle
MLC number may be assigned to this combination. The
classification number assigned is nine-tenths the sum of
the normal vehicle classification numbers if the total of
both classifications is less than 60. If the sum of the two
military classification numbers is 60 or over, then the
total becomes the MLC number for the nonstandard
combination.”

5O2 STANDARD CATALOG OF U.S. MILITARY VEHICLES

In other words, if you are towing a trailer or another
vehicle with your historic military vehicle, then you get to
display the nifty red letter “C” above the weight
classification number on the front of your towing vehicle.
This “C” denotes combination weight classification.

On towing vehicles, the front sign indicates the
train’s combined load class. Above this number, write
the letter C to distinguish the vehicle as a towing vehicle.
The side sign (used only by prime movers of combination
vehicles and trailers) indicates the laden solo class of the
prime mover or trailer. Single vehicles carry only the
front sign, towing vehicles carry both front and side
signs, and trailers carry side signs only.

MERDC Scheme Bridge Classification Markings
Lusterless Yellow No. 33538 continued to be the
color with the introduction of the four-color camouflage
era of the 70s (as specified in TB 43-0209, October
1976). The complete kit through this era was NSN 9905-
00-565-6267, if you are lucky enough to find one.

NATO Scheme Bridge Classification Marking

With the change to the three-color “NATO” camo
scheme, the yellow weight classification plate was done,
replaced with the now familiar 383 Green classification
plate (TM 43-0139). The yellow door marking was also
done away with, replaced by a black number with black
circle around it. Equipment prepared for deployment
overseas during Desert Shield/Desert Storm had their
classification plates (like the rest of the vehicle) repainted
in the sand color No. 30277.

Other Markings

Wreckers, fuel tankers, ordnance disposal, and other
specialized vehicles used a variety of special markings.
The appropriate manuals should be consulted for more
information on these.

When authorized by the responsible commander,
vehicles used in non-tactical areas, which could present
a hazard due to size or function, could have yellow
stripes painted on the bumper. These stripes were to be
4 in. wide and inclined at 45-degree angles from the
centerline to form an inverted V pattern. This type of
marking was most commonly found on wreckers and 10-
ton tractors. This yellow was Gloss Yellow 13538.

Further, the service brake glad hands, covers, and
chains on the rear of 6x6s, and on 5- and 10-tons, were
painted yellow (as opposed to the blue now used).
Similarly, the glad hands, covers, and chains on the
emergency side were to be painted red.

Final Thoughts

No accessory, piece of gear, or sign will be as visible
to the public as the paint and markings of a vehicle. It is
therefore extremely important that the finish and
markings be applied properly, and researched properly.
Improper color or inappropriate markings could

necessitate an expensive repaint and depreciate the
value of a vehicle.

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